A vehicle-mounted motor power compensation system based on a prediction algorithm

Abstract

This invention relates to the field of new energy vehicle technology, specifically to an on-board motor power compensation system based on a predictive algorithm. The system includes a central processing unit and a data acquisition unit. The data acquisition unit comprises a sensor mounted on the throttle body and an isolation cover mounted on the throttle body. The sensor is located inside the isolation cover. An air extraction shell is provided between the throttle body and the isolation cover, and an intake pipe is connected to the air extraction shell. A cooling device with a piston is located inside the air extraction shell. The air extraction shell can supply air to the inside of the isolation cover or draw in external cooling air through the intake pipe, depending on the rotation direction of the throttle shaft. This invention reduces the surface temperature of the sensor by utilizing the rotational force of the throttle, thereby ensuring accurate data acquisition, improving system control accuracy, and ensuring that both the motor and engine operate at optimal conditions, reducing energy loss during high-speed driving in hot weather.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, specifically to an on-board motor power compensation system based on a predictive algorithm. Background Technology

[0002] The predictive algorithm-based on-board motor power compensation system is an intelligent system that can improve the efficiency and energy saving of on-board motors. This system predicts the operating conditions and load requirements of the on-board motor and adjusts the working state of the motor in real time to achieve the best power efficiency and optimal energy consumption. In hybrid vehicles, this system compensates for the motor power, allowing the motor to work in conjunction with the engine to ensure that both the engine and the motor are in the best working state and achieve optimal energy consumption.

[0003] The predictive algorithm-based on-board motor power compensation system collects the operating status of the on-board motor, environmental parameters, and the vehicle's motion state through sensors. Then, the central processing unit analyzes and processes the sensor data using a predictive algorithm to adjust the on-board motor's power output in real time and accurately compensate for power losses, thereby improving the on-board motor's efficiency and energy-saving performance. When a hybrid vehicle is running, it needs to monitor battery voltage and current, motor torque, engine intake air volume, and fuel injector output. Since engine intake air volume is usually related to the throttle opening, a throttle position sensor is needed to detect the throttle opening. Throttle position sensors are generally divided into contact and non-contact types. In a non-contact throttle position sensor, the rotation of the throttle plate causes the sensor's magnet to rotate, changing the position of the magnet relative to the Hall element inside the sensor. This causes the Hall element to experience different magnetic fields, generating different currents. This sensor detects the opening and closing amount of the throttle body. Compared to contact throttle position sensors, non-contact throttle position sensors reduce wear on parts during use, resulting in a longer service life and higher data acquisition accuracy. However, non-contact throttle position sensors need to be installed close to the engine. During prolonged high-speed driving, the throttle body's operating temperature typically exceeds 150°C. When the non-contact throttle position sensor is at this temperature for an extended period, the resistivity of the semiconductor in the internal Hall element and the magnetic strength generated by the magnet both decrease, causing the overall data collected by the sensor to be lower. This results in the motor not providing sufficient power compensation when the system controls the motor for power compensation, leading to both the engine and motor operating at an off-center state, increasing the vehicle's energy consumption. Insufficient motor compensation can also cause insufficient vehicle power, resulting in a lack of power during acceleration, thus affecting the driver's driving experience.

[0004] To ensure the accuracy of motor power compensation, reduce energy consumption of vehicles at high speeds, and avoid affecting the driver's driving experience, a vehicle motor power compensation system based on a prediction algorithm is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide an on-board motor power compensation system based on a predictive algorithm. By reducing the temperature of the system's data acquisition section through the opening and closing power of the car's throttle, the system's data acquisition section can maintain high accuracy even when in a high-temperature environment. This ensures the accuracy of on-board motor power compensation, keeps the motor and engine in optimal working condition, reduces energy consumption in the car, and prevents insufficient power, thus ensuring a better driving experience for the driver.

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A vehicle motor power compensation system based on a predictive algorithm includes a central processing unit and a data acquisition unit. The data acquisition unit includes sensors mounted on the throttle body and an isolation cover mounted on the throttle body. The sensors may also include other sensors, such as accelerator pedal sensors, battery voltage and current detection sensors. The sensors are located inside the isolation cover. An air extraction shell is provided between the throttle body and the isolation cover. An intake pipe is connected to the air extraction shell. A cooling device with a piston is provided inside the air extraction shell. The throttle shaft is connected to the piston. The reciprocating rotation of the throttle shaft drives the piston to move, thereby driving the cooling device to cool the inside of the isolation cover. A connecting device is provided on the piston. The connecting device disengages the piston from the throttle shaft when the temperature is lower than a set value and reconnects the piston to the throttle shaft when the temperature is higher than the set value. A cleaning device is connected to the intake pipe. The cleaning device generates static electricity through mutual friction under the vibration of the intake pipe to clean dust in the air inside the intake pipe.

[0008] When the pedal is depressed, the system detects the pedal position and controls the throttle valve via the driver. The throttle valve shaft, through a sieve, drives the cooling device, allowing gas from the intake housing to enter the isolation chamber, expelling the hot air inside and thus cooling the inside of the isolation chamber. When the pedal returns to its original position, the throttle valve shaft rotates in a different direction, causing the piston to return to its original position and drawing in external cool air. This cooled air is then introduced into the isolation chamber the next time the pedal is depressed, repeating the process to cool the inside of the isolation chamber. This ensures accurate data acquisition from the sensors, improves the accuracy of system control, and reduces vehicle energy consumption. To prevent external dust from entering the housing, a cleaning device is installed on the intake manifold. This device cleans dust from the air entering the intake housing based on the engine's rotation, preventing sensor contamination that could reduce data acquisition accuracy or cause short circuits. The connection device ensures that the piston does not operate when the temperature drops below a set value, reducing the piston's operating frequency and extending its lifespan.

[0009] Preferably, the cooling device includes an intake one-way valve, an exhaust one-way valve, and an exhaust one-way valve. The piston is mounted on the throttle shaft and is located inside the suction shell. The intake one-way valve is located at the connection between the suction shell and the intake pipe. The exhaust one-way valve is located between the suction shell and the isolation cover. The exhaust one-way valve is located on the isolation cover.

[0010] The throttle shaft is rotated by the pedal, causing it to rotate in different directions. This drives the piston to rotate counterclockwise and clockwise. During the piston's movement, the intake and exhaust check valves control the flow of gas into the extraction housing and the discharge of gas from the extraction housing into the isolation chamber. The exhaust check valve discharges the high-temperature gas from inside the isolation chamber, thus cooling the environment inside the isolation chamber. The exhaust check valve can be located at the top, and the intake check valve at the bottom, allowing the low-temperature gas from inside the extraction housing to compress the high-temperature gas inside the isolation chamber, causing it to be completely discharged. When exchanging heat with the air inside the isolation chamber, if the amount of gas entering at one time exceeds 0.5L, some gas is discharged before it has fully absorbed heat, resulting in low utilization of this gas and low energy efficiency. If the amount of gas entering is less than 0.3L, it cannot provide sufficient cooling gas, which will cause the sensor's heat dissipation effect to fail to meet requirements. Therefore, the volume of the extraction housing is preferably 0.3-0.5L.

[0011] Preferably, the cleaning device includes a power sleeve, a friction sleeve, a connecting seat, a first one-way bearing, and a second one-way bearing. One end of the power sleeve is fixedly connected to the air extraction shell, and the other end is connected to the air inlet pipe. The power sleeve is made of elastic rubber. The connecting seat is disposed on the power sleeve. The friction sleeve is connected to the connecting seat through the first one-way bearing, and the connection between the friction sleeve and the first one-way bearing is an elastic connection. The power sleeve is rotatably mounted on the air extraction shell through the second one-way bearing, and the rotation directions of the first one-way bearing and the second one-way bearing are opposite.

[0012] The cleaning device consists of a power sleeve and a friction sleeve. One end of the power sleeve is fixed to the air extraction housing. Because the throttle body is connected to the engine, it generates significant vibration, which in turn causes the power sleeve to vibrate considerably. The friction sleeve is elastically connected to the power sleeve. The vibration of the power sleeve causes the friction sleeve to vibrate, resulting in friction between the two sleeves. This friction causes the power sleeve to acquire an electrical charge, attracting dust from the air and preventing dust from entering the isolation cover and adhering to the sensor surface, thus affecting the sensor's detection accuracy. The power sleeve is connected to the air extraction housing via a one-way bearing, and the friction sleeve is also connected to the power sleeve via a one-way bearing, allowing the power sleeve and friction sleeve to vibrate together. During the vibration process, the sleeve rotates to ensure uniform wear on the friction surfaces of the power sleeve and friction sleeve, thereby improving their service life. If the gap between the power sleeve and friction sleeve is less than 3mm, the power sleeve will not be able to generate sufficient speed before contacting the friction sleeve during vibration, resulting in insufficient friction and reduced charge on the power sleeve, thus affecting its dust removal effect. If the gap between the friction sleeve and power sleeve is greater than 6mm, although the power sleeve gains sufficient kinetic energy during vibration, the contact frequency with the friction sleeve will decrease, still resulting in reduced charge on the power sleeve and affecting its dust removal effect.

[0013] Preferably, the power sleeve is hollow inside, and a water inlet pipe is connected to the power sleeve. A mounting base is provided at the end of the water inlet pipe away from the power sleeve. A float is provided inside the mounting base. The mounting base is connected to the automotive condenser. A slide is provided inside the mounting base. A pin is slidably installed inside the slide. The slide is connected to the air extraction shell through a control pipe. The pin is elastically connected to the mounting base. A magnet is provided inside the pin. The float is made of magnetic material.

[0014] Connecting the car's condenser to the power sleeve via the water inlet pipe allows condensate produced inside the condenser to flow into the power sleeve, rapidly lowering the temperature of the gas passing through and thus improving cooling efficiency. The power sleeve itself contains cooling water, which, while lowering the gas temperature, also condenses moisture in the air, drying it and ensuring that the gas entering the isolation enclosure is dry. This prevents sensor short circuits caused by humid air. The condensate forms water droplets on the inner wall of the power sleeve, attracting dust. Once the droplets reach a certain size, they flow along the intake pipe, automatically cleaning the dust and preventing excessive dust accumulation that could be re-inhaled into the extraction housing. The increased water on the power sleeve also generates more electrical charge through friction, further enhancing dust removal. The magnet prevents the float from vibrating and opening, which could cause cool air to leak from the water inlet pipe, affecting the condenser's cooling performance and increasing operating costs.

[0015] Preferably, the power sleeve is provided with a guide ring, the guide ring is inclined and the inclination direction is upward from the vehicle movement direction, the air intake pipe is located directly below the lowest point of the guide ring and connected to a drain pipe, the outlet of the drain pipe faces away from the vehicle movement direction, and the outlet of the air intake pipe faces the vehicle movement direction.

[0016] By designing a guide ring, condensed water droplets can be concentrated at the guide ring. Based on the vehicle's inertia, the condensed water droplets can be concentrated at the lowest point of the guide ring. When the water reaches a certain size, it will flow down. Under the influence of the vehicle's inertia, the water will enter the drain pipe. The drain pipe outlet faces away from the vehicle's direction of movement, while the air intake pipe outlet faces the vehicle's direction of movement. This allows air to enter through the air intake pipe and then exit through the water outlet pipe, thus preventing the condensed water from evaporating again and entering the air extraction housing, which would cause the incoming air to be humid and lead to short circuits in the internal sensors.

[0017] Preferably, the power sleeve is made of nitrile rubber and glass fiber by compression molding, and multiple fixing plates are evenly distributed on the power sleeve. The thickness of two fixing plates is 3-5 mm greater than the maximum width of the gap between the friction sleeve and the power sleeve, and the fixing plates are inclined towards one side of the friction sleeve.

[0018] By using nitrile rubber for the power sleeve, which generates a significant amount of electrical charge during friction, the dust-cleaning effect is improved. The material also expands considerably when heated, and upon contraction, it causes the retaining plates to embed into the gap between the power sleeve and the friction sleeve, thus securing the friction sleeve to the power sleeve and preventing relative vibration. This reduces wear on both the friction and power sleeves, extending their service life. The thickness of the two retaining plates should be 3-5 mm greater than the maximum width of the gap between the friction and power sleeves. If the thickness of the two retaining plates is less than 3 mm, the friction sleeve cannot be locked, leading to continued wear and a reduced service life. If the thickness of the two retaining plates is greater than 5 mm, the friction sleeve will deform significantly, making it susceptible to stress fatigue and damage at high temperatures.

[0019] Preferably, the inner wall of the power sleeve is provided with helical rifling, and the end of the rifling is connected to the guide ring, and the helical angle of the rifling is 60-75°.

[0020] The rifling design guides condensed water droplets, causing them to spiral along the inner wall of the power sleeve, thus improving cleaning effectiveness. The rifling also causes the gas entering the extractor to rotate, generating centrifugal force that brings dust into contact with the inner wall of the power sleeve, making it easier for the sleeve to capture dust and improving cleaning efficiency. However, when the rifling helix angle is less than 60°, the water flow path increases, resulting in a larger water volume that is more easily propelled away from the rifling by the vehicle's inertia, thus affecting dust cleaning. Conversely, when the rifling helix angle is greater than 75°, the airflow rotation rate decreases, reducing the centripetal force on the dust particles and making it difficult to fling smaller dust particles onto the inner wall of the power sleeve, further impacting dust cleaning effectiveness.

[0021] Preferably, the connecting device includes a lock hole, a slide groove, a locking pin, and a spring. The lock hole is located on the throttle body shaft, the slide groove is located on the piston, the locking pin is slidably installed in the slide groove, the locking pin is connected to the piston via a spring, and the spring is made of shape memory metal with a temperature variation range of 100-120℃. The diameter of the locking pin is 0.8-1.2cm. The axis of the locking pin is on the same straight line as the axis of the intake one-way valve, and the locking pin is engaged with the intake one-way valve. A locking rod is slidably installed inside the isolation cover, and a push rod is elastically connected inside the piston. The locking pin has a protrusion that engages with the push rod. The axis of the locking rod is on the same straight line as the axis of the intake one-way valve, and the locking rod is engaged with the exhaust one-way valve.

[0022] Temperature changes deform the spring, allowing the locking pin to engage and disengage from the locking hole, thus controlling the connection between the piston and the throttle body shaft. This reduces the operation of the cooling device at low temperatures, minimizing wear and extending its lifespan. The locking pin, under spring pressure, contracts, blocking the intake one-way valve inlet and, through a protrusion, pushing the locking rod, blocking the exhaust one-way valve outlet. This prevents the one-way valve from opening due to vibration, allowing contaminated gases from the engine to enter the contamination sensor and reduce its data acquisition accuracy. The spring's deformation temperature is 100-120℃, while the sensor's operating temperature is typically below 120℃. Therefore, temperatures above 120℃ indicate the car is gradually operating at higher temperatures. The spring's deformation temperature of 100-120℃ allows the cooling device to operate below the sensor's operating range, ensuring sensor accuracy at all times. The locking pin diameter of 0.8-1.2cm ensures its strength, preventing damage from engine vibration and minimizing material usage, thus reducing material costs.

[0023] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0024] 1. When the vehicle is traveling at high speed, the rotation of the throttle valve drives the cooling device to provide external cooling gas to the sensor, thereby reducing the temperature of the sensor. This ensures the accuracy of system data acquisition, improves the accuracy of system control, and allows the motor and engine to be in optimal working condition, reducing energy loss when the car is traveling at high speed in hot weather.

[0025] 2. A cleaning device is installed on the intake manifold, connected to the throttle body. The vibration generated by the engine on the throttle body is transmitted to the cleaning device, causing internal parts to rub against each other, generating electrical charges that attract dust. This prevents dust from contacting the sensor, which could reduce data acquisition accuracy or cause a short circuit. The cooling device controls the flow of condensate from the car's condenser into the cleaning device, lowering the air temperature and improving sensor cooling efficiency, further ensuring data acquisition accuracy. The condensate also condenses water vapor in the air, preventing short circuits caused by high humidity. Once the water vapor condenses to a certain level, it flows down in streams, automatically processing the dust cleaned by the cleaning device, preventing it from being re-entrained into the housing.

[0026] 3. By installing a connecting device on the piston, the cooling device can only work simultaneously with the rotating shaft after the temperature exceeds the set value. This reduces the number of unnecessary operations performed by the cooling device when the temperature is low, thereby effectively reducing the wear of the cooling device, increasing its service life, and reducing the system's maintenance frequency. When the connecting device prevents the cooling device from working simultaneously with the rotating shaft and throttle valve, it can completely block the exhaust port at the sensor, preventing the one-way valve at this location from opening due to throttle valve vibration. This would prevent air contaminated with oil and dust near the engine from entering the sensor, thus avoiding problems such as reduced sensor data acquisition accuracy or short circuits caused by polluted air. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0028] Figure 2 This is a partial sectional view of the structure from the side of the present invention;

[0029] Figure 3 For the present invention Figure 2 Enlarged view of a portion of point A in the middle;

[0030] Figure 4 This is a front sectional view of the present invention;

[0031] Figure 5 For the present invention Figure 4 Enlarged view of a section at point B in the middle;

[0032] Figure 6 For the present invention Figure 4 Enlarged view of a section at point C.

[0033] In the diagram: 1. Throttle body; 2. Sensor; 3. Isolation cover; 4. Extraction shell; 5. Intake pipe; 6. Cooling device; 61. Piston; 62. Intake check valve; 63. Outtake check valve; 64. Exhaust check valve; 7. Throttle shaft; 8. Cleaning device; 81. Power sleeve; 82. Friction sleeve; 83. Connecting seat; 84. One-way bearing; 85. One-way bearing; 9. Connecting device; 91. Locking hole; 92. Slide groove; 93. Locking pin; 94. Spring; 95. Locking rod; 96. Push rod; 97. Protrusion; 10. Water inlet pipe; 11. Mounting seat; 12. Float ball; 13. Slide rail; 14. Pin; 15. Guide ring; 16. Drain pipe; 17. Fixing plate; 18. Rifling; 19. Control pipe; 20. Driver. Detailed Implementation

[0034] like Figures 1 to 6 As shown, the details are as follows:

[0035] A vehicle motor power compensation system based on a predictive algorithm includes a central processing unit (CPU) and a data acquisition unit. The data acquisition unit includes sensors 2 mounted on the throttle body 1 and an isolation cover 3 mounted on the throttle body 1. The sensors 2 are located inside the isolation cover 3. When the vehicle is in motion, multiple sensors 2 in the data acquisition unit collect various status information of the vehicle and then transmit the signals to the CPU. The CPU then processes the data according to the predictive algorithm and controls the motor to perform power compensation, thereby enabling both the engine and the motor to reach their optimal operating state. During vehicle operation, when the driver presses the accelerator pedal, the throttle position sensor detects the pedal position and controls the throttle actuator 20 via the CPU, causing the throttle shaft 7 to rotate at a certain angle. A vacuum chamber 4 with a volume of 0.5L is provided between the throttle body 1 and the isolation cover 3 to ensure sufficient air exchange while reducing energy loss of the actuator 20. An intake pipe 5 is connected to the vacuum chamber 4. A cooling device 6 with a piston 61 is installed inside the vacuum chamber 4. The cooling device 6 consists of an intake check valve 62, an exhaust check valve 63, and an exhaust check valve 64, all located on the vacuum chamber 4 and the isolation cover 3. The intake check valve 62 is located at the connection between the vacuum chamber 4 and the intake pipe 5. The exhaust check valve 63 is located between the vacuum chamber 4 and the isolation cover 3. The exhaust check valve 64 is located on the isolation cover 3. The piston 61 is mounted on the throttle body shaft 7. During throttle rotation, a connecting device 9 is provided on the piston 61. The connecting device 9 includes components installed on the throttle body shaft shaft 7. The door hinge 7 has a locking hole 91 and a sliding groove 92 inside the piston 61. A locking pin 93, with a diameter of 1.2 cm, is elastically connected inside the sliding groove 92. The locking pin 93 ensures strength with minimal material usage. The locking pin 93 is elastically connected to the piston 61 via a shape memory alloy spring 94. The shape memory alloy is a copper-based alloy. During manufacturing, the spring 94 can increase the cooling rate during casting or heat treatment, such as rapid quenching, thereby promoting the formation and stabilization of the damping phase. This raises the phase transformation temperature of the copper-based shape memory alloy to nearly 100°C, reaching the threshold required for the shape memory effect. This allows deformation to begin only near 100°C. When the car is traveling at high speed in a high-temperature environment, the air extraction shell... When the internal temperature of the throttle body 4 exceeds 100℃, the spring 94 deforms significantly, pushing the locking pin 93 into the locking hole 91. At this point, the locking pin 93, under the action of the spring 94, enters the locking hole 91. The throttle shaft 7 then drives the piston 61 to rotate. During this rotation, the piston 61 rotates counterclockwise, forcing the gas inside the suction shell 4 into the isolation cover 3 via the intake one-way valve 62. The high-temperature gas inside the isolation cover 3 is then discharged via the exhaust one-way valve 64, thus achieving heat exchange inside the isolation cover 3, reducing the temperature of the sensor 2, thereby improving the system's control accuracy, ensuring the motor and engine operate at their optimal state, and reducing vehicle energy consumption. When the temperature is below 100℃, the spring 94 contracts due to the temperature drop.At this point, the locking pin 93 will retract, but due to the obstruction of the suction housing 4, the locking pin 93 cannot disengage from the locking hole 91 and will continue to rotate with the throttle shaft 7. When the pedal is at its highest position, the throttle shaft 7 stops, and the axis of the locking pin 93 rotates to the same straight line as the axis of the intake one-way valve 62. At this point, the locking pin 93 can enter the connection between the intake one-way valve 62 and the suction housing 4 under the action of the spring 94. However, during the process of engaging with the connection between the intake one-way valve 62 and the suction housing 4, the locking pin 93 will still experience some slippage. At this time, the protrusion 97 on the locking pin 93 will push the push rod 96 to push the locking rod 95 to block the connection between the exhaust one-way valve 64 and the isolation cover 3. The way the connecting device 9 is set allows the sensor 2 to start working when the temperature reaches 100℃, which can avoid the temperature at the sensor 2 exceeding the sensor 2's tolerance range and causing problems with the sensor 2's data acquisition accuracy. Furthermore, it prevents the piston 61 from constantly following the throttle valve's swing, thus avoiding increased wear on the piston 61 and preventing it from continuing to operate at low temperatures, increasing unnecessary wear and reducing the service life of the cooling device 6. The locking pin 93, in conjunction with the intake one-way valve 62 and the extraction housing 4, ensures that the piston 61 remains in a fixed position after operation, preventing positional changes from affecting the subsequent engagement of the locking pin 93 and the locking hole 91. The engagement of the locking pin 93 with the intake one-way valve 62 and the extraction housing 4, as well as the engagement of the locking rod 95 with the exhaust one-way valve 64 via the protrusion 97 and push rod 96, prevents the one-way valve from loosening due to shaking. This prevents oil- and dust-contaminated air from the engine from entering the isolation cover 3 and the extraction housing 4, which could contaminate the sensor 2, reducing its data acquisition accuracy or causing short-circuit damage.

[0036] A cleaning device 8 is connected to the intake pipe 5. The cleaning device 8 includes a power sleeve 81, a friction sleeve 82, and a connecting seat 83. The power sleeve 81 is connected to the air extraction shell 4, and the friction sleeve 82 is connected to the power sleeve 81 via the connecting seat 83. The friction sleeve 82 and the connecting seat 83 are elastically connected. During vehicle operation, the engine operation will generate significant vibration. Since the throttle valve is directly connected to the engine, the power sleeve 81 will also vibrate significantly. The friction sleeve 82 is elastically connected to the connecting seat 83, which allows the friction sleeve 82 to also vibrate. This causes the power sleeve 81 and the friction sleeve 82 to rub against each other, generating an electrical charge on the power sleeve 81. This charge attracts dust from the intake pipe 5, preventing dust from entering the isolation cover 3 and contaminating the sensor 2. The problem of reduced data acquisition accuracy or short-circuit damage to sensor 2 can be addressed by using one-way bearings 85 and 84 for rotational connection, with the two bearings rotating in opposite directions. This allows the power sleeve 81 and friction sleeve 82 to rotate during vibration, preventing localized wear and improving their overall service life. The power sleeve 81 is made of nitrile rubber, which contains nitrogen atoms. Nitrogen atoms have high electronegativity and can share charges or form a charge distribution through hydrogen bonds. During friction on its surface, electrons from these nitrogen molecules can more easily enter the rubber surface. This increases the surface charge of the power sleeve 81, thereby enhancing its dust adsorption capacity and improving dust cleaning efficiency. Multiple fixing plates 17 are evenly distributed on the power sleeve 81, with the thickness of two fixing plates 17 exceeding the maximum width of the gap between the friction sleeve 82 and the power sleeve 81 by 0.5 cm. This ensures that the friction sleeve 82 can be fully locked without significant deformation. The fixing plates 17 are tilted towards one side of the friction sleeve 82. Through the cooling and contraction of the power sleeve 81, the fixing plates 17 embed into the gap between the friction sleeve 82 and the power sleeve 81, thus preventing mutual friction between the friction sleeve 82 and the power sleeve 81 at low temperatures. This reduces wear on the power sleeve 81 and the friction sleeve 82, improving their performance. For longevity, the length of the power sleeve 81 should not be too long, so it is set at around 10cm. The normal operating temperature of automobiles is usually 60-100℃. The temperature change from 60℃ to 100℃ is 40℃. Therefore, when the temperature reaches 100℃, the friction sleeve 82 needs to have a sufficient vibration range to generate a large friction force. The power sleeve 81 is made of nitrile rubber and glass fiber through compression molding. This manufacturing process can make the linear thermal expansion coefficient of the power sleeve 81 reach 250ppm / ℃. The elongation of an object = initial length × linear thermal expansion coefficient × temperature change. Therefore, under a temperature change of 40℃, the nitrile rubber processed in this way can generate a vibration margin of 1cm, which is sufficient for vibration range.

[0037] The power sleeve 81 is hollow inside and connected to the vehicle condenser via the water inlet pipe 10. This allows the condensate wastewater generated inside the vehicle condenser to be drawn into the power sleeve 81, thereby cooling the power sleeve 81 and the air inside the intake pipe 5. The waste condensate water enhances the cooling effect. Furthermore, the lower temperature of the power sleeve 81 causes water vapor in the air inside the intake pipe 5 to condense, preventing excessive air humidity from reducing the data acquisition accuracy of the sensor 2 or causing short-circuit damage. Additionally, the condensate water on the inner wall of the power sleeve 81, once it reaches a certain level, can remove dust adhering to the inner wall. The presence of water inside the power sleeve 81 increases the amount of charge generated during friction between the power sleeve 81 and the friction sleeve 82, thus improving... The charge on the power sleeve 81 improves the dust removal effect. The rifling 18 inside the power sleeve 81 causes the airflow entering the intake pipe 5 to be spiral-shaped. This allows dust to be drawn closer to the inner wall of the power sleeve 81 by centrifugal force, making it easier for the power sleeve 81 to adsorb dust and improve dust removal efficiency. The spiral angle of the rifling 18 is set to 60°, reducing the travel distance of condensate and preventing large water droplets from detaching directly from the rifling 18 due to vehicle inertia. The air also achieves a better spiral effect, improving dust removal efficiency. Furthermore, the rifling 18 guides the condensate inside the power sleeve 81, allowing it to flow down along the rifling 18, resulting in more even contact between the condensate and the power sleeve 81, thus improving dust removal. The mounting base 11... The float ball 12 automatically blocks the water inlet pipe 10 after the condensate inside the condenser is used up, preventing the water inlet pipe 10 from being connected to the power sleeve 81 and causing cold air to be directly discharged from the water inlet pipe 10, affecting the condenser's condensation effect and even increasing the condenser's energy consumption. The pin 14 inside the mounting base 11, and the connection between the slide rail 13 and the extraction housing 4 via the control pipe 19, allow the piston 61 to draw in air, creating a pressure change inside the housing and controlling the movement of the pin 14. In its elastic connection state, the pin 14 keeps the water inlet pipe 10 blocked, preventing condensate from entering. When the piston 61 draws air from the extraction housing 4, the internal pressure decreases, causing the pin 14 to contract and allowing the condensate to be discharged. Water enters the power sleeve 81 through the inlet pipe 10. This control method allows condensate to be stored in the condenser, preventing excessive condensate from being heated in the inlet pipe 10. Since the amount of condensate inside the condenser is limited, this method ensures a high utilization rate of the limited condensate. The guide ring 15 on the inner wall of the power sleeve 81 allows condensed water droplets to concentrate at the guide ring 15. Based on the vehicle's inertia, the condensed water droplets are concentrated at the lowest point of the guide ring 15. When the water reaches a certain size, it flows down. Under the vehicle's inertia, the water enters the outlet pipe. The outlet of the drain pipe 16 faces away from the vehicle's direction of movement, while the outlet of the intake pipe 5 faces the vehicle's direction of movement. This allows air to enter through the intake pipe 5 and then exit through the outlet pipe.This is to prevent the condensed water from evaporating again, causing the incoming air to become part of the incoming gas and short-circuiting the internal sensor 2.

[0038] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A vehicle-mounted motor power compensation system based on a prediction algorithm, comprising a central processing unit, a data collector, the data collector comprising a sensor (2) arranged on a throttle housing (1) and a shield (3) mounted on the throttle housing (1), the sensor (2) being located inside the shield (3), characterized in that, An air extraction shell (4) is provided between the throttle body (1) and the isolation cover (3). An intake pipe (5) is connected to the air extraction shell (4). A cooling device (6) with a piston (61) is provided inside the air extraction shell (4). The throttle shaft (7) is connected to the piston (61). The reciprocating rotation of the throttle shaft (7) drives the piston (61) to move, thereby driving the cooling device (6) to cool the inside of the isolation cover (3). A connecting device (9) is provided on the piston (61). When the temperature is lower than the set value, the connecting device (9) causes the piston (61) to disengage from the throttle shaft (7), and when the temperature is higher than the set value, it causes the piston (61) to connect to the throttle shaft (7). A cleaning device (8) is connected to the intake pipe (5). The cleaning device (8) generates static electricity by rubbing against each other under the vibration of the intake pipe (5) to clean the dust in the air inside the intake pipe (5).

2. The on-board motor power compensation system based on a prediction algorithm according to claim 1, characterized in that: The cooling device (6) includes an intake check valve (62), an exhaust check valve (63) and an exhaust check valve (64). The piston (61) is mounted on the throttle shaft (7) and is located inside the suction shell (4). The intake check valve (62) is located at the connection between the suction shell (4) and the intake pipe (5). The exhaust check valve (63) is located between the suction shell (4) and the isolation cover (3). The exhaust check valve (64) is located on the isolation cover (3). The internal space of the suction shell (4) is 0.3-0.5L.

3. The on-board motor power compensation system based on a prediction algorithm according to claim 2, characterized in that: The cleaning device (8) includes a power sleeve (81), a friction sleeve (82), a connecting seat (83), a one-way bearing (84), and a one-way bearing (85). One end of the power sleeve (81) is fixedly connected to the air extraction shell (4), and the other end is connected to the air inlet pipe (5). The power sleeve (81) is made of elastic rubber. The connecting seat (83) is set on the power sleeve (81). The gap width between the power sleeve (81) and the friction sleeve (82) is set to 3-6mm. The friction sleeve (82) is connected to the connecting seat (83) through the one-way bearing (84), and the connection between the friction sleeve (82) and the one-way bearing (84) is elastic. The power sleeve (81) is rotatably mounted on the air extraction shell (4) through the one-way bearing (85). The rotation directions of the one-way bearing (84) and the one-way bearing (85) are opposite.

4. The on-board motor power compensation system based on a prediction algorithm according to claim 3, characterized in that: The connecting device (9) includes a lock hole (91), a slide groove (92), a locking pin (93), and a spring (94). The lock hole (91) is located on the throttle body shaft (7). The slide groove (92) is located on the piston (61). The locking pin (93) is slidably installed in the slide groove (92). The locking pin (93) is connected to the piston (61) via the spring (94), and the spring (94) is made of shape memory metal. The deformation temperature of the spring (94) is set to 100-120℃. The diameter of the locking pin (93) is 0.8-1 mm. 0.2cm, the axis of the locking pin (93) is on the same straight line as the axis of the intake one-way valve (62), and the locking pin (93) and the intake one-way valve (62) are connected together. The isolation cover (3) is slidably installed with a locking rod (95). The piston (61) is elastically connected with a push rod (96). The locking pin (93) is provided with a protrusion (97) that cooperates with the push rod (96). The axis of the locking rod (95) is on the same straight line as the axis of the intake one-way valve (62), and the locking rod (95) and the exhaust one-way valve (64) are connected together.

5. The on-board motor power compensation system based on a prediction algorithm according to claim 3, characterized in that: The power sleeve (81) is hollow inside. A water inlet pipe (10) is connected to the power sleeve (81). A mounting seat (11) is provided at the end of the water inlet pipe (10) away from the power sleeve (81). A float (12) is provided inside the mounting seat (11). The mounting seat (11) is connected to the car condenser. A slide (13) is provided inside the mounting seat (11). A pin (14) is slidably installed inside the slide (13). The slide (13) is connected to the air extraction shell (4) through the control pipe (19). The pin (14) is elastically connected to the mounting seat (11). A magnet is provided inside the pin (14). The float (12) is made of magnetic material.

6. The on-board motor power compensation system based on a prediction algorithm according to claim 5, characterized in that: The power sleeve (81) is made of nitrile rubber and glass fiber by compression molding, and multiple fixing plates (17) are evenly distributed on the power sleeve (81). The thickness of two fixing plates (17) is greater than the maximum width of the gap between the friction sleeve (82) and the power sleeve (81) by 3-5 mm, and the fixing plates (17) are inclined towards the side of the friction sleeve (82).

7. The on-board motor power compensation system based on a prediction algorithm according to claim 5, characterized in that: The inner wall of the power sleeve (81) is provided with a spiral rifling (18), and the end of the rifling (18) is connected to the guide ring (15). The spiral angle of the rifling (18) is 60-75°.

Images