Method and system for collecting and utilizing redundant energy of electric vehicle

Abstract

The invention relates to the technical field of electric vehicle energy management, in particular to an electric vehicle redundant energy collection method and system, and the method comprises the following steps: based on the charge state of a vehicle-mounted power battery, controlling a motor to obtain electric energy from the vehicle-mounted power battery, and starting operation; the output shaft of the motor coaxially drives the flywheel energy storage device and the generator to operate synchronously; the flywheel energy storage device stores mechanical energy output by the motor; the generator converts mechanical energy output by the motor and the flywheel energy storage device into electric energy and charges the vehicle-mounted power battery. The technical problem that in the prior art, redundant energy of a vehicle-mounted battery cannot be efficiently utilized to achieve endurance self-gain is solved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle energy management technology, and more specifically, to a method and system for harvesting and utilizing redundant energy in electric vehicles. Background Technology

[0002] With the global energy transition and increasing environmental awareness, pure electric vehicles have become the mainstream direction of the automotive industry. Improving energy efficiency is a prominent issue and a core bottleneck in this field. To improve energy efficiency, existing electric vehicles are generally equipped with regenerative braking systems. These systems control the vehicle's drive motor to operate as a generator during braking or coasting, converting the motor's kinetic energy into electrical energy to recharge the battery.

[0003] Currently, the upper limit of energy recovery depends entirely on the battery's immediate charging capacity. Vehicles primarily recover some braking energy through regenerative braking systems, but this method has limited energy recovery and is entirely dependent on the battery's charging capacity at the time. Vehicle batteries themselves have a large capacity, and the energy stored within them is not fully recycled during driving. When the vehicle's braking deceleration is large or the battery is at a high charge level, the generated regenerative power can easily exceed the battery's maximum acceptable charging power. The excess energy can only be dissipated as heat through conventional friction braking systems, resulting in energy waste. During long downhill runs or high-speed coasting, the drive motor generates continuous power, but when the battery charge is high, this energy cannot be effectively stored due to limitations in its charging power. Furthermore, traditional vehicle energy management strategies focus on meeting the driver's instantaneous needs, with the drive motor's operating point passively determined by the required torque and speed, potentially leading to prolonged operation in a low-efficiency "efficiency basin" region.

[0004] Therefore, existing technologies cannot efficiently utilize the redundant energy of vehicle batteries to achieve self-gain in range. Summary of the Invention

[0005] The purpose of this application is to provide a method and system for harvesting and utilizing redundant energy in electric vehicles, which solves the technical problems existing in the prior art, such as the inability to efficiently utilize the redundant energy of the vehicle battery to achieve self-gain in range.

[0006] To solve the above-mentioned technical problems, the solution adopted in this application is as follows:

[0007] A method for harvesting and utilizing redundant energy in an electric vehicle, characterized by comprising the following steps:

[0008] S1: Based on the state of charge of the vehicle's power battery, control the electric motor to obtain electrical energy from the vehicle's power battery and start operation;

[0009] S2: The output shaft of the electric motor coaxially drives the flywheel energy storage device and the generator to operate synchronously.

[0010] S3: Flywheel energy storage device stores the mechanical energy output by the electric motor;

[0011] S4: The generator converts the mechanical energy output from the electric motor and flywheel energy storage device into electrical energy, which then powers the vehicle's battery.

[0012] Preferably, the specific implementation of S1 includes the following steps:

[0013] Monitor the state of charge (SOC) value of the on-board power battery;

[0014] When the SOC value drops to a first preset threshold, the motor is controlled to start.

[0015] When the SOC value rises back to the second preset threshold, the motor is controlled to stop.

[0016] Preferably, the first set threshold is 90% of the full charge state, and the second set threshold is 100% of the full charge state.

[0017] Preferably, the flywheel energy storage device is disposed in a vacuum chamber and supported by a magnetic levitation bearing.

[0018] Preferably, the method further includes step S5: when the vehicle brakes or coasts, the kinetic energy of the vehicle drive shaft is transferred to the flywheel energy storage device for storage through the transmission mechanism.

[0019] Preferably, the system comprises: an on-board power battery, an electric motor, a flywheel energy storage device, a generator, a vacuum chamber, a water-cooling system, and a control unit;

[0020] The input terminal of the electric motor is electrically connected to the vehicle-mounted power battery;

[0021] The output shaft of the electric motor, the rotor of the flywheel energy storage device, and the rotor of the generator are rigidly connected coaxially.

[0022] The output terminal of the generator is electrically connected to the vehicle-mounted power battery for charging the power battery.

[0023] The control unit is connected to the vehicle power battery, the electric motor and the generator respectively.

[0024] The water-cooled heat dissipation system is used for heat dissipation of the electric motor, flywheel energy storage device, and generator.

[0025] Preferably, the flywheel energy storage device is a magnetic levitation bearing; the flywheel energy storage device is made of carbon fiber composite material; the vacuum chamber is used to maintain the operation of the electric motor, the flywheel energy storage device, and the generator in a vacuum environment.

[0026] Preferably, it also includes a braking and coasting energy recovery transmission mechanism, which includes a clutch and a gear set for selectively connecting the drive shaft to the flywheel energy storage device shaft during vehicle braking and coasting.

[0027] Preferably, the control unit is used to monitor the SOC value of the vehicle power battery, convert the DC power from the power battery into a square wave electric drive motor with adjustable width and frequency, and control the start and stop of the motor accordingly.

[0028] Preferably, the motor is a magnetically levitated radial flux motor, a magnetically levitated axial flux motor, or a magnetically levitated dual-rotor axial flux motor; the generator is a magnetically levitated coreless axial flux generator.

[0029] The technical solution of this application has at least the following advantages and beneficial effects:

[0030] 1. The electric vehicle redundant energy harvesting and utilization method proposed in this invention identifies and quantifies redundant energy during vehicle operation in real time. When redundant energy such as braking power, coasting potential energy, and efficiency offset energy is generated, these redundant energies are collected and utilized through different energy harvesting and utilization paths. Compared with traditional methods that only collect and utilize a single form of redundant energy, mainly focusing on collecting and utilizing braking power redundant energy and a small portion of coasting potential energy redundant energy, while completely ignoring efficiency offset redundant energy, the technical method proposed in this invention collects and utilizes each type of redundant energy through its recovery path, avoiding energy waste and achieving better energy recovery effect. Attached Figure Description

[0031] Figure 1 This is a flowchart of the method for harvesting and utilizing redundant energy in electric vehicles according to the present invention. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] It should be noted that similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. The terms "center," "upper," "lower," "inner," and "outer," indicating orientation or positional relationships based on the orientation or positional relationships shown in the figures, or the orientation or positional relationships commonly used when the product is in use, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed or operated in a specific orientation, and therefore should not be construed as a limitation on this application. It should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0034] This invention discloses a method and system for harvesting and utilizing redundant energy in electric vehicles, comprising the following steps:

[0035] S1: Based on the state of charge of the vehicle's power battery, control the electric motor to obtain electrical energy from the vehicle's power battery and start operation;

[0036] S2: The output shaft of the electric motor coaxially drives the flywheel energy storage device and the generator to operate synchronously.

[0037] S3: Flywheel energy storage device stores the mechanical energy output by the electric motor;

[0038] S4: The generator converts the mechanical energy output from the electric motor and flywheel energy storage device into electrical energy, which then powers the vehicle's battery.

[0039] Specifically, the control unit monitors the battery SOC in real time. When the battery SOC drops from the second set threshold to the first set threshold, it determines that there is available redundant energy in the battery and sends a start command to the motor. The motor obtains electrical energy from the power battery and starts to rotate. After the motor starts, its output shaft directly drives the rotor of the flywheel energy storage device and the rotor of the generator, which are rigidly connected to it on the same axis, to rotate synchronously. The rotor of the flywheel energy storage device is made of carbon fiber and rotates at high speed in a vacuum chamber under the support of magnetic levitation bearings to store energy.

[0040] Flywheel energy storage devices are used for energy buffering and power balancing. For example, when an electric motor inputs a certain power to drive a generator, the flywheel energy storage device stores or releases kinetic energy through changes in rotational speed, balancing the difference between the instantaneous torque of the electric motor and the generator's load, and providing additional power support to the generator so that it can stably output higher power. The alternating current output by the generator is rectified, filtered, and regulated to convert into direct current that meets the charging requirements of the vehicle's power battery, and then fed back into the power battery. When the control unit detects that the battery's state of charge (SOC) has risen to the second set threshold, it issues a command to stop the electric motor. When the battery's SOC is depleted to the first set threshold again, the above cycle is repeated.

[0041] In some embodiments, the above-described method for harvesting and utilizing redundant energy in an electric vehicle further includes identifying and quantifying the energy during the harvesting and utilization process, specifically including the following steps:

[0042] The redundant energy in the operation of electric vehicles is identified and quantified in real time, including braking power redundant energy, coasting potential energy redundant energy, and efficiency offset redundant energy.

[0043] Based on the different types of redundant energy identified, different redundant energy collection and utilization paths are adopted to collect and utilize redundant energy in the flywheel energy storage device;

[0044] The flywheel energy storage device classifies and manages the collected and utilized redundant energy according to its type by mapping the flywheel energy storage device motor speed to the redundant energy type.

[0045] When releasing the redundant energy collected and utilized by the flywheel energy storage device, different redundant energy release strategies are selected to release the redundant energy.

[0046] In some embodiments, the redundant energy during the operation of an electric vehicle is identified and quantified in real time, wherein the redundant energy includes braking power redundant energy, coasting potential energy redundant energy, and efficiency offset redundant energy. The specific implementation includes the following steps:

[0047] When the vehicle brakes, calculate the total braking power demand of the vehicle's motor. Obtain the maximum acceptable charging power of the vehicle battery in the current state. ;like Then the braking power redundancy energy is ;

[0048] Calculate the reverse drag power generation of the vehicle's motor when the vehicle is coasting or going downhill. Obtain the maximum acceptable charging power of the vehicle battery in the current state. ;like Then the gliding potential energy redundancy energy is ;

[0049] When calculating the efficiency offset redundancy energy, first obtain the current speed of the vehicle motor. Torque required by the driver Simultaneously, query the vehicle motor efficiency map to obtain the efficiency corresponding to the current operating point. At the same speed as the current speed Next, query the optimal torque corresponding to the point of highest efficiency. and optimal efficiency The power difference generated by adjusting the motor from its current operating point to its optimal point will be used to adjust the motor's power output. ;like Then the efficiency shifts to redundant energy. .

[0050] Specifically, braking power redundancy energy is the portion of the vehicle motor's braking power demand exceeding the vehicle battery's maximum acceptable charging power when the vehicle brakes. Coasting potential energy redundancy energy is the portion of the vehicle motor's reverse drag power generation exceeding the vehicle battery's current acceptable charging power when the vehicle is coasting or going downhill. Efficiency offset redundancy energy is the power difference resulting from actively controlling the vehicle motor to shift its operating point from the current operating point to a higher efficiency operating point at the same speed.

[0051] Traditional regenerative braking systems can only recover energy within the battery's maximum acceptable charging power range. When braking is intense, energy exceeding this range is wasted. This invention collects and utilizes this redundant braking energy through a flywheel energy storage device. Similarly, when a vehicle is coasting or going downhill, the vehicle motor's reverse-draft power generation exceeds the battery's current acceptable charging power. Traditional vehicle batteries cannot receive more energy, and this is typically addressed by increasing mechanical braking or limiting power generation. However, this invention collects and utilizes this excess energy through a flywheel energy storage device. Furthermore, vehicle motors have different efficiencies at different operating points. In traditional systems, the motor must output power according to the driver's needs, potentially operating in an inefficient region. This invention addresses this by briefly adjusting the vehicle motor's operating point to a high-efficiency region; the power difference generated by this adjustment is collected, utilized, or absorbed by the flywheel energy storage device.

[0052] For example, if the current driver's power requirement is 10kW and the motor efficiency is 82%, while at the same speed, 12kW corresponds to an efficiency of 88%, then the motor's output power can be adjusted to 12kW, with the excess 2kW collected and stored by the flywheel energy storage device. Thus, although more battery energy is consumed in the short term, the energy collected and utilized by the flywheel energy storage device can be used in subsequent processes, thereby improving the overall utilization rate of battery energy and the efficiency of the motor.

[0053] In some embodiments, based on the identified different types of redundant energy, different redundant energy collection and utilization paths are adopted to specifically implement the collection and utilization of redundant energy in the flywheel energy storage device, including the following steps:

[0054] When the vehicle's braking power redundancy energy is identified as At that time, the redundant braking power energy of the vehicle braking system can be transferred to the flywheel energy storage device through a mechanical connection path, so that the motor of the flywheel energy storage device can accelerate to rotate and store kinetic energy.

[0055] When the vehicle's coasting potential energy redundancy is identified as At this time, the main drive motor of the vehicle can be controlled through the electrical conversion path, so that the main drive motor can run as a generator to drive the motor of the flywheel energy storage device, thereby causing the motor of the flywheel energy storage device to accelerate to store kinetic energy.

[0056] When the vehicle's efficiency offset redundant energy is identified At that time, the main drive motor of the vehicle outputs torque from Adjusted to Simultaneously, the efficiency offset redundant energy is transferred through the efficiency offset redundant energy transmission path. It is transmitted to the flywheel energy storage device for storage.

[0057] In some embodiments, the specific implementation of the flywheel energy storage device's classification and management of the collected and utilized redundant energy according to its type by mapping the flywheel energy storage device motor speed to the redundant energy type includes the following steps:

[0058] When redundant energy is input into the flywheel energy storage device, the motor speed range of the flywheel energy storage device is divided into intervals according to the type of redundant energy, and a mapping relationship between the motor speed range of the flywheel energy storage device and the type of redundant energy is established.

[0059] When the flywheel energy storage device collects and utilizes redundant braking power energy, the collected and utilized redundant braking power energy is labeled with source tag A;

[0060] When the flywheel energy storage device collects and utilizes the redundant energy of the gliding potential energy, the collected and utilized redundant energy of the gliding potential energy is labeled with the source tag B;

[0061] When the flywheel energy storage device collects and utilizes efficiency offset redundant energy, it labels the collected and utilized efficiency offset redundant energy with a source tag C.

[0062] Specifically, source label A represents braking power redundancy energy; source label B represents coasting potential energy redundancy energy; and source label C represents efficiency offset redundancy energy.

[0063] When the motor speed of the flywheel energy storage device is in the range of 15,000-20,000 rpm, the mapped redundant energy type is braking power redundant energy; when the motor speed of the flywheel energy storage device is in the range of 10,000-15,000 rpm, the mapped redundant energy type is gliding potential energy redundant energy; when the motor speed of the flywheel energy storage device is in the range of 5,000-10,000 rpm, the mapped redundant energy type is efficiency offset redundant energy.

[0064] In this invention, the redundant energy collected and utilized by the flywheel energy storage device is categorized and managed according to its source, rather than dividing the flywheel energy storage device into multiple parts. The flywheel energy storage device itself is a whole, and the total energy it stores is manifested as its rotational kinetic energy. From the physical form of the energy, the source of the kinetic energy stored in the flywheel energy storage device cannot be distinguished. This invention manages the energy in the flywheel energy storage device through logical tracking based on its source, characteristics, and other factors.

[0065] When it is necessary to release redundant energy stored in the flywheel energy storage device, different types of redundant energy are selected to be released according to specific needs. For example, when releasing redundant braking power energy, the motor speed of the flywheel energy storage device is controlled to change from the current speed to a target speed within the range of 15,000-20,000 rpm, and the released energy is the energy difference between the two speeds.

[0066] In some embodiments, when releasing redundant energy collected and utilized by the flywheel energy storage device, the specific implementation of selecting different redundant energy release strategies to release redundant energy includes the following steps:

[0067] When the vehicle's main drive motor has a momentary high-power drive demand, the first release strategy is adopted to control the flywheel energy storage device to release energy, and priority is given to releasing the braking power redundant energy with source tag A.

[0068] The first release strategy is to control the flywheel energy storage device to release redundant energy in a high-power, short-time mode, and transfer the released braking power redundant energy to the vehicle drive system through a mechanical release path to provide auxiliary drive torque.

[0069] When the vehicle battery needs to be charged and the vehicle is in a stable driving condition, the second release strategy is used to control the flywheel energy storage device to release energy. Under this condition, the redundant gliding potential energy with source tag B is released first.

[0070] The second release strategy is to control the flywheel energy storage device to release redundant energy in a stable power and long-term mode, and to convert the released gliding potential energy into electrical energy to charge the vehicle's power battery through an electrical release path.

[0071] When it is necessary to dynamically compensate for the real-time power difference caused by optimizing the operating point of the main drive motor, the third release strategy is adopted to control the flywheel energy storage device to release or absorb energy. At this time, the efficiency offset redundant energy with source tag C is released first.

[0072] The third release strategy is to control the flywheel energy storage device to release or absorb redundant energy with efficiency offset in a precise power following mode based on the real-time power difference, so as to achieve a balance of the output power of the main drive motor.

[0073] This invention discloses a redundant energy harvesting and utilization system for electric vehicles, which mainly includes the following parts: a redundant energy identification unit, a flywheel energy storage device, a multi-path harvesting and utilization interface unit, a water-cooling heat dissipation system, and a control unit.

[0074] The redundant energy identification unit is used to identify and quantify redundant braking power energy, coasting potential energy, and efficiency offset energy in real time; the flywheel energy storage device is used to store, collect, and utilize redundant braking power energy, coasting potential energy, and efficiency offset energy; the multi-path collection and utilization interface unit includes braking power collection and utilization paths, coasting potential energy collection and utilization paths, and efficiency offset collection and utilization paths; the control unit is connected to the redundant energy identification unit, the flywheel energy storage device, and the multi-path collection and utilization interface unit, and is used to control the activation and power adjustment of the corresponding redundant energy collection and utilization paths according to the redundant energy type identified by the redundant energy identification unit; the water-cooled heat dissipation system is used for heat dissipation of the motor, flywheel energy storage device, and generator.

[0075] The flywheel energy storage device is a magnetic levitation bearing; the flywheel energy storage device is made of carbon fiber composite material; the vacuum chamber is used to maintain the operation of the electric motor, the flywheel energy storage device, and the generator in a vacuum environment.

[0076] In some embodiments, the redundant energy identification unit includes several sensors and a computing module; wherein the sensors include a brake pedal position sensor, an accelerator pedal position sensor, a motor speed and torque sensor, a battery status sensor, and a vehicle slope sensor; the computing module performs the calculation in step S1 above based on the data collected by each sensor.

[0077] In some embodiments, the flywheel energy storage device is disposed in a vacuum chamber and supported by a magnetic levitation bearing.

[0078] Specifically, the flywheel rotor is made of carbon fiber composite material with a diameter of 300mm, a thickness of 80mm, and a maximum design speed of 30,000rpm; the magnetic levitation bearing system has a levitation gap of 0.1mm; the vacuum level inside the vacuum chamber is maintained at no more than 0.1Pa; the rated power of the motor is 20kW, and the peak power is 40kW. It can be used as a motor to drive the flywheel rotor to accelerate, or it can generate electricity when the flywheel rotor decelerates.

[0079] In some embodiments, the multi-path collection and utilization interface unit includes a braking power collection and utilization path, a coasting potential energy collection and utilization path, and an efficiency offset collection and utilization path; the braking power collection and utilization path includes a first clutch and a first transmission mechanism for mechanically connecting the vehicle braking system to the flywheel rotor; the coasting potential energy collection and utilization path includes a power converter for converting electrical energy generated by the motor into flywheel driving energy; the efficiency offset collection and utilization path includes a second clutch and a second transmission mechanism for directly coupling the motor output shaft to the flywheel rotor.

[0080] It should be noted that the first transmission mechanism and the second transmission mechanism are gear transmission sets; the first clutch and the second clutch are electromagnetic clutches.

[0081] In some embodiments, the control unit adopts a dual-processor architecture, including a real-time processor and a high-performance processor; the real-time processor is used for fast control instruction execution and response; the high-performance processor is used for algorithm calculation; the control unit is used to monitor the SOC value of the on-board power battery, convert the DC power from the power battery into a square wave electric drive motor with adjustable width and frequency, and control the start and stop of the motor accordingly.

[0082] It should be noted that the electric motor is a magnetically levitated radial flux motor, a magnetically levitated axial flux motor, or a magnetically levitated dual-rotor axial flux motor; the generator is a magnetically levitated coreless axial flux generator.

[0083] In some embodiments, the electric vehicle redundant energy harvesting and utilization system further includes a braking and coasting energy recovery transmission mechanism, which includes a clutch and a gear set for selectively connecting the drive shaft to the flywheel energy storage device shaft during vehicle braking and coasting.

[0084] For example, the algorithm calculations performed by high-performance processors include motor efficiency MAP lookup and redundant energy calculation.

[0085] It should be noted that all the electronic devices mentioned in the above embodiments are available in domestic and international markets.

[0086] The various embodiments of the present invention have now been described in detail. To avoid obscuring the concept of the invention, some details known in the art have not been described. Those skilled in the art will fully understand how to implement the technical solutions of this invention based on the above description, and the scope of the invention is defined by the appended claims.

Claims

1. A method for redundant energy harvesting and utilization for electric vehicles, comprising: The method comprises the following steps: S1: based on the state of charge of the vehicle-mounted power battery, controlling the motor to obtain power from the vehicle-mounted power battery and starting operation; S2: the output shaft of the motor coaxially drives the flywheel energy storage device and the generator to operate synchronously; S3: the flywheel energy storage device stores mechanical energy output by the motor; S4: the generator converts the mechanical energy output by the motor and the flywheel energy storage device into electric energy and charges the vehicle-mounted power battery.

2. The method of claim 1, wherein, The specific implementation of S1 comprises the following steps: monitoring the state of charge SOC value of the vehicle-mounted power battery; when the SOC value drops to a first set threshold, controlling the motor to start; when the SOC value rises to a second set threshold, controlling the motor to stop.

3. The method of claim 2, wherein, The first set threshold is 90% of the full charge state, and the second set threshold is 100% of the full charge state.

4. The method of claim 1, wherein, The flywheel energy storage device is arranged in a vacuum cavity and is supported by a magnetic suspension bearing.

5. The method of claim 1, wherein, Further comprising a step S5: when the vehicle brakes or slides, the kinetic energy of the vehicle drive shaft is transmitted to the flywheel energy storage device through a transmission mechanism for storage.

6. An electric vehicle redundant energy harvesting and utilization system for implementing the method of any one of claims 1-5, wherein, It comprises: a vehicle-mounted power battery, a motor, a flywheel energy storage device, a generator, a vacuum cavity, a water-cooled heat dissipation system, and a control unit; the input end of the motor is electrically connected to the vehicle-mounted power battery; the output shaft of the motor, the rotor of the flywheel energy storage device, and the rotor of the generator are coaxially and rigidly connected; the output end of the generator is electrically connected to the vehicle-mounted power battery for charging the power battery; the control unit is signal-connected to the vehicle-mounted power battery, the motor, and the generator respectively. The water-cooled heat dissipation system is used for heat dissipation of the motor, the flywheel energy storage device, and the generator.

7. The electric vehicle redundant energy harvesting and utilization system of claim 6, wherein, The flywheel energy storage device is a magnetic suspension bearing; the flywheel energy storage device is made of carbon fiber composite material; and the vacuum cavity is used for maintaining the operation of the motor, the flywheel energy storage device, and the generator in a vacuum environment.

8. The electric vehicle redundant energy harvesting and utilization system of claim 6, wherein, Further comprising a braking and sliding energy recovery transmission mechanism, which comprises a clutch and a gear set, for selectively connecting the drive shaft and the flywheel energy storage device shaft when the vehicle brakes or slides.

9. The electric vehicle redundant energy harvesting and utilization system of claim 6, wherein, The control unit is used for monitoring the SOC value of the vehicle-mounted power battery, converting the direct current of the power battery into a square wave electric drive for the motor with adjustable width and frequency, and controlling the start and stop of the motor accordingly.

10. The electric vehicle redundant energy harvesting and utilization system of claim 6, wherein, The motor is a magnetic suspension radial flux motor or a magnetic suspension axial flux motor or a magnetic suspension double-rotor axial flux motor; and the generator is a magnetic suspension coreless axial flux generator.

Images