JP6978169B1 - Electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To use a motor of a conventional electric vehicle, although the coil of the motor does not burn even if the motor is operated at the maximum output for a long time, because there is a way of thinking about the usage rate of electricity. Therefore, a small motor is sufficient because it is possible to apply more than double the voltage for a short time. SOLUTION: The high output battery of the present invention is composed of a motor (1) of an electric vehicle and a plurality of batteries (2), and a normal battery (2) is wired in parallel. However, at high output, the plurality of batteries (2) are wired in series by the changeover switch (3), and at high output, the temperature sensor (5) is attached to the motor (1) in anticipation of the motor (1) becoming hot. The thermostat is equipped. [Selection diagram] Fig. 5

Description

The present invention relates to an electric vehicle using a high output battery that temporarily increases the output of a motor.

Most of the conventional automobiles have an internal combustion engine, and if the maximum output is rotated at 5000 rpm, the valve etc. will surging (the spring of the valve cannot keep up with the rotation, or in the high vibration region) when it is rotated twice 10,000 times. The natural vibration of the spring itself is induced, causing chattering vibration), buffering the piston and valve, and damaging the engine, so it was not possible to output more than the maximum output.
The 50 kW motor of a conventional electric vehicle did not burn the coil of the motor even when it was operated at the maximum output for a long time. It was based on reliability and used a large motor to prevent the motor coil from burning.
Further, in the hybrid car named JP-A-2009-262894, there is a thing that outputs high output by switching the electricity to be generated and replacing it with a motor and by connecting batteries from parallel to series.

JP-A-2009-262894 Japanese Patent Application Laid-Open No. 7-2315110 Japanese Patent Application Laid-Open No. 4-208007

In the motor of a conventional electric vehicle, the coil of the motor did not burn even if it was operated for a long time at the maximum output. It led to reliability. However, since there is a way of thinking about the usage rate of electricity, we use this electric theory. For example, in a welding resistor, if a large current of 300 amperes is used to burn a large welding rod with a diameter of Φ6, the same large resistor as the welding rod (width 600 mm, depth 800 mm, (Height 800 mm), a large machine must be used. However, in terms of usage rate, even if a large welding rod is fired, if a small resistor (width 300 mm, depth 400 mm, height 400 mm) is used and the welding rod is fired for 1 minute at a usage rate of 10%, then The idea is that the resistor will return to room temperature after resting for 9 minutes. Therefore, in places such as shipyards where large welding rods are always burned, a large resistor is required, and in town factories, etc., because the resistor is small, pay attention to the usage rate when welding. By doing so, a Φ6 welding rod can be cooked.

Also, more familiarly, the baby grinder of the electric tool is 600 watts, but the baby grinder is written not to be used for more than 30 minutes. In the cold winter, the temperature does not rise no matter how much you use it, but in the summer, the atmosphere gets hot and the coil burns, so it is limited. It is certain that the baby grinder, the welded resistor, and the motor of the electric vehicle use coils, and I think they are the same. Therefore, by applying the theory of usage rate, the motor of an electric vehicle does not always run at a constant output, so the voltage is increased only in an emergency to increase the output. Then, the motor becomes smaller and lighter, so if you accelerate using a high output power supply when accelerating or climbing uphill, the idea is that normal output is sufficient to maintain the same speed after that. Is.
Also, based on this idea, some hybrid cars named in Japanese Patent Laid-Open No. 2009-262894 temporarily output high output by switching electricity and connecting batteries in series, but because the motor does not have a thermostat, I didn't know what the motor looked like.

Therefore, if there is an ordinary car, the output of a car running at a speed of 100 km / hour is 25 kW at 50% with the output of a conventional motor of 50 kW. However, with the 20 kW of the present invention, when running at a speed of 100 km / h, the most efficient 100% is set, and at 20 kW, the maximum output in an emergency is 200 by devising the battery (2). Use% or 300% current. Therefore, the efficiency is different and the mileage is extended between the conventional one that preserves 50% that is not used and the one that preserves 0%.

Further, in order to increase the speed up to a gear ratio of 160 km / h, the maximum speed is obtained when the rotation speed of the motor is 1000 rpm and the gear ratio is 1.3. However, assuming that the maximum speed of the present invention is 100 km / h, the gear ratio is 1.6 (when the wheel rotates once, the motor rotates 1.6 times), and when running at 40 km / h, the gear ratio is set. I understand that it is clearly more effective to drop it. When a high speed of 100 km or more is required, the maximum rotation of the motor can be easily increased by increasing the voltage. In other words, it is an invention based on electric theory, which is allowed only for electricity. To explain it in an easy-to-understand manner with a bicycle, the gear ratio of a bicycle race bicycle is set high according to the high speed, but the bicycle used at the post office is set low because it runs in the city, so if you run in the city It turns out that low-speed gears do not consume physical strength and are better.

Therefore, in the electric vehicle of the present invention, the usual batteries (2) are wired in parallel, and when the output is high, the batteries (2) are switched in series to output high output, so that the motor (1) becomes hot. In anticipation, the motor (1) is equipped with an inner thermostat of the temperature sensor (5). In addition, if the temperature does not reach high even when the output is high, the setting situation is erroneously required. Therefore, we provide an electric vehicle that uses a high-power battery that raises the temperature in a few minutes when the output becomes high. It is a thing.

In order to achieve the above object, the electric vehicle of the present invention is composed of a motor (1), a plurality of batteries (2), and a changeover switch (3), and a normal battery (2) is a changeover switch (3). Wired in parallel by.
At high output, the battery (2) is switched in series by the changeover switch (3).
The changeover switch (3) can be changed by wiring from the accelerator switch (4) to the coil (3d) of the changeover switch (3) via the thermostat of the temperature sensor (5) installed in the motor (1). Achieved the purpose.

The electric vehicle of the present invention has the following effects.
(B) The internal combustion engine will be damaged if it is forced, but the motor can be temporarily forced.
(B) By connecting the batteries in series, the output of the motor will increase.
(C) By using a high-power battery, the motor becomes smaller.
(D) If the motor is small, the weight of the car body will also be light.
(E) The lighter the body weight, the better the fuel efficiency.
(F) Since the gear ratio can be set low, efficiency at low speeds is good.
(G) At high output, increase the maximum rotation speed of the motor.
(H) With high output, when the motor has heat, the temperature sensor works and the batteries are parallel.

The figure is a schematic wiring diagram of a high-power battery. The figure is a schematic wiring diagram of three high-power batteries. The figure is a wiring diagram of ordinary parallel wiring. The figure is a wiring diagram of series wiring at high output. The figure is a wiring diagram of the temperature sensor of the motor. The figure is a wiring diagram of a capacitor in a changeover switch.

The high-power battery of the electric vehicle of the present invention anticipates that the motor (1) becomes hot, and there is no point in the odd high-power that the motor (1) lasts forever. The electric vehicle is composed of a motor (1) and a plurality of batteries (2), and the battery (2) is usually wired in parallel from a common (3a) to a break (3b) by two changeover switches (3). ing. A control device is attached between the motor (1) and the battery (2), and a device for controlling the low output motor (1) is attached.

For high output, the accelerator switch (4) is stepped on to the floor, the push button switch attached to the floor is turned on, and the electromagnet of the coil (3d) of the changeover switch (3) is operated from the accelerator switch (4) to break ( The switch is switched from 3b) to make (3c), the battery (2) is connected in series by the changeover switch (3), and the high voltage battery (2) is output by the motor (1).

When the motors (1) are connected in series, the temperature sensor (5) that measures the temperature of the motor (1) measures the temperature inside the motor (1) and operates in anticipation that the temperature will rise in a certain period of time. When the temperature of the meter posted on the seat and the temperature rises above a certain level, the wiring of the accelerator switch (4) cuts off the wiring that the thermostat of the temperature sensor (5) sent electricity to the coil (3d) of the changeover switch (3). do. Therefore, the make (3c) of the changeover switch (3) returns to the break (3b) and the normal operation is performed. In the normal operation, the temperature applied to the motor (1) gradually decreases and returns to the normal temperature of 50 ° C. Also, the casing of the motor (1) is made of copper for good heat conduction, and there are fins in the axial direction, but in the motor (1) of an electric vehicle, it is installed sideways and the fins should be installed in the rotational direction. , When efficiency is improved, attach fins in the direction of rotation.

Then, a capacitor (3e) is attached to the changeover switch (3) between the common (3a) and the break (3b), and when the common (3a) switch changes to the make (3c), the break (3b) is set. When the applied current is cut off at once, it is discharged, so the capacitor (3e) covers 0.1 seconds when the switch is switched, so no discharge occurs.

Similarly, a capacitor (3e) is attached to the changeover switch (3) between the common (3a) and the make (3c), and when the common (3a) switch changes to the break (3b), the make (3c) is attached. ) Is cut off at once, and the capacitor (3e) covers the 0.1 second when the switch is switched, so that no discharge occurs.

Hereinafter, examples of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic wiring diagram of a high output battery. The schematic wiring diagram is composed of a motor (1), two changeover switches (3), and two batteries (2), and the solid line of wiring represents a parallel battery (2) in operation. In the wiring, a current is transmitted from the motor (1) to the wiring below, and the wiring branches into two. One is connected to the minus of the lower battery (2), receives 150 volts of the battery (2), and is transmitted from the common (3a) of the left changeover switch (3) to the break (3b), so the current is 150. The bolt is transmitted from the wiring written on the motor (1).

The other wiring is transmitted from the place where it was branched earlier to the break (3b) of the right changeover switch (3), enters the minus of the upper battery (2) from the common (3a), and also receives 150 volts. It passes through the confluence of the wiring and flows to the motor (1). Therefore, even if 150 volts and 150 volts in parallel are added, it is 150 volts, so the motor (1) operates at 150 volts.

At high output, the common (3a) switch of the changeover switch (3) wired down from the motor (1) moves from the break (3b) to the make (3c) dotted line, and the battery Since (2) is connected in series and 300 volts is passed through the motor (1), the motor (1) has a high output of 20 to 40 kW. In other words, what was 20 kW at 150 volts becomes 40 kW at 300 volts.

Explaining this with reference to FIG. 1, the current received by wiring from the lower wiring of the motor (1) to the negative of the lower battery (2) and receiving a voltage of 150 volts is the common (3a) of the left changeover switch (3). ), The switch written by the dotted line contacts the make (3c) and transmits a current to the make (3c). Then, the current is transmitted from the make (3c) terminal of the right changeover switch (3) to the common (3a) as shown by the dotted line, and is connected to the minus of the upper battery (2). Since the battery (2) is 150 volts, the current of 300 volts added by 150 volts makes the motor (1) high output.

In this case, the temperature of the normal motor (1) is 50 ° C, but since a voltage of 300 volts is doubled, assuming that the maximum allowable temperature is 180 ° C, 130 ° C from 50 ° C to 180 ° C is set. It takes 10 minutes to climb, so acceleration during that time is used effectively. This high-power battery is not something that can be used for a long time, but is based on the idea of electricity as usage rate, so if it takes 10 minutes or more, the setting is wrong and within 10 minutes The one that raises the temperature is good. It should be noted that 4P, which is a combination of two changeover switches (3), is used.

FIG. 2 is a schematic wiring diagram in which three batteries (2) are attached. If three batteries (2) are installed in series, it will be 450 volts, and by the time the maximum temperature is reached, it will be shortened from about 10 minutes when there are two batteries (2) to about 1 minute when there are three batteries (2). It's surprisingly long for one minute to drive, so it's quick to overtake.

The high output battery is composed of one motor (1), three batteries (2) and four changeover switches (3), and the coils (3d) of all changeover switches (3) are Although not shown in the figure, the coil (3d) is not energized, the common (3a) is in contact with the break (3b), and the motor (1) consumes a voltage of 150 volts. There is.

When wiring in series, when a current flows through the coil (3d) not shown in the figure, the electromagnet in the changeover switch (3) operates, and the common (3a) switch is attracted and represented by a dotted line. It moves toward the make (3c) terminal and comes into contact with the make (3c) from the common (3a).

Explaining this state with a drawing, when 150 volts is passed through the motor (1) with a normal battery (2), it goes down from the bottom right branch through the wiring from the bottom of the motor (1). It is transmitted to the minus of the battery (2) of. The other branched wiring is transmitted from the break (3b) terminal of the changeover switch (3) at the lower right to the common (3a) terminal. Then, at the branch point, the battery (2) in the middle is entered.

The other branched wiring enters the changeover switch (3) on the upper right. The current through the break (3b) goes into the minus of the upper battery (2) via the common (3a). Each battery (2) transmits 150 volts to the motor (1) either directly from the positive side or via the left selector switch (3).

When connected in series, the motor (1) is wired to the battery (2) written at the bottom, and the current of 150 volts is wired to the common (3a) of the changeover switch (3) at the lower left. , It is connected to the make (3c) terminal of the dotted line, and is connected to the make (3c) terminal of the changeover switch (3) at the lower right.

From the make (3c) terminal, the switch represented by the dotted line flows electricity to the common (3a) and is connected to the battery (2) in the middle, the voltage that was 150 volts becomes 300 volts, and the changeover switch (3) on the upper left. ), It flows to the make (3a) switch of the dotted line, touches the make (3c) of the dotted line, and is wired to the make (3c) of the changeover switch (3) on the upper right.

The current flowing from the make (3c) to the dotted common (3a) is connected to the top battery (2), turning 300 volts into a voltage of 450 volts and applying current to the motor (1). Since the 450 volt cannot withstand the constant voltage for the motor (1), the usage time from 50 ° C to 180 ° C to exceed 130 ° C can be used, and in this case, about 1 minute is used. It's time. And when the motor (1) exceeds 180 ° C, the thermostat is shut off, all the batteries (2) are changed in parallel, the temperature that has risen to 180 ° C gradually decreases, and the high output is used again depending on the temperature that has dropped. The time you can do is decided. The changeover switch (3) is used because there is an 8P one that operates four wires with one electromagnet.

FIG. 3 is a wiring diagram of ordinary parallel wiring. Although FIGS. 1 and 2 have been described except for the wiring of the accelerator switch (4) for the sake of clarity, the state before the accelerator switch (4) of FIG. 1 is activated will be described with reference to FIG. First, the state in which the accelerator switch (4) is not operating will be described. Since the accelerator switch (4) is not operating, the common (3a) in the non-operating state of the electromagnets of both changeover switches (3) is in contact with the break (3b), and the accelerator switch (4) is in contact with the break (3b). ) Wiring is represented by a dotted line.

Explaining the wiring of the motor (1) in that state, the wiring passing through the upper battery (2) first has a branch point from the motor (1) and a left changeover switch (3) via the upper battery (2). ) Enters from the common (3a) terminal, exits from the break (3b) terminal, passes through the branch point, and returns to the motor (1). Next, the wiring passing through the battery (2) below the branch point is transmitted from the motor (1) to the branch point and the break (3b) of the right changeover switch (3), and the current flowing to the common (3a) is transferred. It passes through the lower battery (2) and returns to the motor (1). Since each battery (2) is 150 volts, the parallel 150 volts remains the same.

FIG. 4 is a wiring diagram of series wiring at the time of high output. When the accelerator is depressed and the accelerator switch (4) sticks to the floor, the control device is working (not shown in the figure) until the push button switch attached to the floor is turned on, and when the accelerator switch (4) is activated. The control device is energized with the accelerator fully open. The state in which the accelerator switch (4) is operating will be described with reference to the drawings.

Explaining the wiring of the accelerator switch (4), when the accelerator switch (4) is turned on, the current of the battery (2) is received, and the current is passed through the coil (3d) of the left changeover switch (3) to conduct an electromagnet. Pulls in the common (3a) switch and changes the switch from break (3b) to make (3c). Then, the coil (3d) of the right changeover switch (3) is energized from the lower coil (3d) terminal, the common (3a) switch is attracted to the make (3c) side by the action of the electromagnet, and the current is applied to the upper coil (3c). 3d) Return to ground from the terminal. At this time, since a current is flowing, it is represented by a solid line.

Next, the wiring of the motor (1) will be described as a series wiring in which 300 volts flow. In the figure, there is a motor (1) on the upper right, and the current of 150 volts wired from the motor (1) to the common (3a) terminal of the left changeover switch (3) via the battery (2) above makes up. It is connected to the (3c) terminal and sends a current to the make (3c) terminal of the right changeover switch (3). Then, the common (3a) switch is connected to the make (3c) by the action of an electromagnet, becomes 300 volts with the lower battery (2), and the wiring passes under and returns to the motor (1).

FIG. 5 describes a wiring diagram of the temperature sensor.
The high-power battery is composed of an electric vehicle motor (1) and a plurality of batteries (2), and is broken from the common (3a) terminal by two low-power batteries (2) and two changeover switches (3). 3b) It is connected to the terminal and is wired in parallel. When the output is high, the accelerator switch (4) is turned on, the coil (3d) terminal of the changeover switch (3) is energized from the accelerator switch (4) to operate the electromagnet, and the common (3a) is the break (3b) terminal. The switch is switched to the make (3c) terminal from, the battery (2) is connected in series by the changeover switch (3), and the high output of the motor (1) is output, but the high output during that time causes the motor (1) to become hot. In anticipation of this, a temperature sensor (5) is attached to the motor (1).

At that time, wiring is performed from the accelerator switch (4) to the coil (3d) of the changeover switch (3) via the temperature sensor (5) that measures the temperature of the motor (1). The thermometer is displayed on the meter in the driver's seat.

When the temperature inside the motor (1) becomes high and exceeds 180 degrees, the thermostat of the temperature sensor (5) is turned off and the accelerator switch (4) is shut off, and the changeover switch is switched. Since electricity does not pass through (3) as well, the magnetic force of the electromagnet disappears, and the make (3c) terminal is connected to the break (3b) terminal to return to the normal battery (2).

The temperature sensor (5) that measures the temperature of the motor (1) measures the temperature and posts it on the driver's seat, but the temperature sensor (5) starts 5 seconds before the temperature reaches 180 ° C at a high temperature above a certain level. ) Has a buzzer to let you know that the thermostat will expire. For example, after the buzzer sounds when the motor (1) exceeds 170 ° C., the thermostat OFF switch is activated to inform that the wiring is cut off 5 seconds later. Then, the wiring that sent electricity from the accelerator switch (4) to the coil (3d) is cut off, so that the make (3c) of the relay switch (3) returns to the break (3b) and normal operation is performed. Also, using artificial intelligence, anticipate a high temperature of 180 ° C and warn with a buzzer from 5 seconds before, or count down from 5 seconds before with a human voice and return to parallel after 5 seconds. Foretell.

The thermometer is a part of the temperature sensor (5), which is attached to the same place and shows the temperature of the motor (1) on the monitor in the driver's seat. Since the monitor can use a high output battery with a thermometer of 170 degrees or less, it can be used for about 10 minutes if the temperature of the current motor (1) is 50 ° C, and it can be used for about 2 minutes if the temperature is 140 ° C. Be aware that you don't have time to drive.

When the motor (1) becomes hot, a forced air cooling fan is attached. The fan operates when the temperature reaches 100 ° C. to forcibly cool the coil of the motor (1). Further, in order to know the cooling of the coil itself, if the coil is taken out of the motor (1) and the coil is cooled, copper has good thermal conductivity, so that it can be used instead of a radiator.

The capacitor (3e) in the changeover switch (3) of FIG. 6 will be described. From the top, the changeover switch (3) is in contact with the common (3a) and the break (3b) on the right side. A capacitor (3e) is interposed between the common (3a) and the right side of the break (3b) to prevent discharging 150 volts when changing from the break (3b) terminal to the make (3c) terminal. And, it is attached to prevent the motor (1) from stopping temporarily. Since the capacitor (3e) stores electricity and the capacitor (3e) has the property of passing the stored electricity when it is no longer energized, the common (3a) switch changes from break (3b) to make (3c). Since it is not energized for the changing 0.1 seconds, the capacitor (3e) synthetic resin [21] current is passed to prevent it from being discharged.

By attaching this capacitor (3e) and energizing the right capacitor (3e) instead for 0.1 seconds until the capacitor (3e) changes from the break (3b) terminal to the make (3c) terminal, each individual capacitor (3e) is installed. The terminals do not discharge. The same applies when changing from make (3c) to break (3b), and a capacitor (3e) is attached from make (3c) to common (3a) to prevent discharge. The figure is about transmitting 150 volts from the common (3a) to the break (3b). Then, the capacitor (3e) on the left side is attached to the common (3a) and the make (3c), and when the make (3c) cuts off 300 volts, the discharge is cut off, so that the capacitor (3e) is energized instead. The make (3c) terminal does not discharge.

An example of use will be described.
An electric vehicle using a high-power battery has 70% of its power when traveling on a normal road at a speed of 80 km / h. 70% of them are the most efficient motors (1). Therefore, the motor (1) is small and designed to run at a maximum speed of 100 km / h. In other words, when driving on a general road at 40 kilometers, the gear ratio is reduced, so fuel efficiency is improved at low speeds. That is, when the maximum speed of 160 km is output, the rotation of the motor (1) increases by applying an extra voltage, and therefore the efficiency at low speed is good.

Next, in the case of highways, acceleration or overtaking, parallel speeds up to 100 km / h can be achieved, but when speeds of 100 km / h or more are achieved, they must be connected in series. However, since the motor (1) has heat when it is always in series, there are some ups and downs on the highway, so a high-power battery in series is used when climbing the slope. At that time, the rotation speed of the motor (1) can be easily increased when a high voltage is applied. Further, when the output is set to high, if the temperature of the motor (1) does not rise, the setting itself is different, so it is necessary to redo.

Therefore, when accelerating, it is possible to accelerate sufficiently in parallel, but when more acceleration is required, if the accelerator switch (4) is operated and the high output is connected in series, more than double the voltage will be applied. Therefore, a certain amount of acceleration can be obtained.

Furthermore, when overtaking a car, you must accelerate beyond the center line, so when you cross the center line, you will not be able to return to the left lane as soon as one second with sufficient acceleration before the oncoming vehicle arrives. It will be an accident. Therefore, accelerating the high output battery for only 10 seconds can be performed at a high voltage of 300% or 400% as shown in FIG.

Detailed explanation of symbols and terms The motor (1) is the power that drives an electric vehicle, and DC DC motors, multi-phase induction motors, synchronous motors, and the like are used. The casing of the motor (1) is often made of copper having good thermal conductivity, and some fins are perpendicular to the axial direction in consideration of the direction of wind flow. Considering the mounting direction, the fins of the motor (1) are mounted in the rotational direction in the same direction as the wind hits when the motor (1) is different from the direction of the car.
The battery (2) is configured to drive the motor (1) and is usually wired in parallel at 150 volts, and at high output the changeover switch (3) applies a high voltage of 300 volts. However, it is better to use 450 volts, which is three times as much, or 600 volts, which is four times as long, and the usage time is short, within one minute.

The changeover switch (3) is a relay switch, which is configured between the battery (2) and the battery (2). Normally, it is wired in parallel at 150 volts, and when the output is high, the changeover switch (3) is used. A high voltage of 300 volts is applied to the motor (1).
The common (3a) is connected to the make (3c) terminal from the break (3b) by an electromagnet at the switch portion in the common (3a) switch of the changeover switch (3).
The break (3b) sends a normal current from the common (3a) to the break (3b) when the common (3a) switch of the changeover switch (3) is not operating.
The make (3c) was energized from the common (3a) to the break (3b) when the common (3a) switch of the changeover switch (3) was operating, but the make (3c) was made from the break (3b) terminal. ) The switch of the common (3a) moves to the terminal and flows from the common (3a) to the make (3c) terminal to send twice the normal current.

The coil (3d) represents the electromagnet in the changeover switch (3), and when it is operating, the common (3a) is attracted by the electromagnet, and a current is passed from the common (3a) to the make (3c). It is intended to be a high output battery.
The capacitor (3e) is a component that temporarily stores electricity. When the common (3a) and break (3b) are connected, and the common (3a) and make (3c) are connected, the current changes from break (3b) to make (3c). It is provided to prevent a temporary power failure when changing from make (3c) to break (3b) and to prevent discharge from break (3b) and make (3c).
The accelerator switch (4) is switched on when the accelerator is depressed so that the maximum output is output, and the accelerator switch (4) is wired to the coil (3d) of the changeover switch (3). In (3d), the magnetic force of the electromagnet attracts the common (3a) switch and connects it to the make (3c) terminal.

The temperature sensor (5) has an inner thermostat and a thermometer, and the thermostat is the same as the one attached to the heating equipment such as a kotatsu for temperature control, and is attached to this motor (1). In addition, the temperature sensor (5) has only a device for measuring temperature attached to the motor (1), and when the temperature becomes high, the wiring of the accelerator switch (4) is cut off, and the high temperature is attached to the thermometer in the driver's seat. The temperature determines the state in which the artificial intelligence has become high, and the buzzer or countdown is performed from 5 seconds before to announce the shutdown of the thermostat, so there is no possibility of suddenly shutting it off. In particular, when overtaking, when the accelerator switch (4) was turned off without notice when crossing the central diagonal line and protruding to the right, the acceleration became incomplete and there was a risk of a head-on collision. However, the problem was solved by giving notice.

As for the thermostat, the maximum allowable temperature of the motor (1) is 180 ° C, but there are some thermostats that have a margin of 150 ° C.
The thermometer also measures the temperature inside the motor (1) and conveys that information to the meter in the driver's seat. The meter has a red line drawn at 150 ° C, and a little more after that line, the thermostat operates, shuts off the power, and teaches that the battery (2) is wired in parallel.
Warning When the maximum temperature is 180 ° C, the buzzer will tell you 5 seconds before the temperature reaches 180 ° C, so refer to the temperature of the day and the speed at which the temperature of the motor (1) rises from 5 seconds before. Install artificial intelligence to inform the driver.
In the countdown, when the motor (1) becomes hot and the maximum temperature is 180 ° C, the human voice counts down and teaches 5 seconds before the maximum temperature reaches 180 ° C, so the temperature of the day and the temperature of the motor (1) are With reference to the speed of climbing, artificial intelligence is installed to inform the driver from 5 seconds before.

The idea of the electric theory of this high-power battery can be applied to any motor (1). For a 400-watt electric vehicle, use a 200-watt motor (1), and for an uphill, apply a high-power battery. If the 200 watt motor (1) is set to output 400 watts, the temperature of the motor (1) will rise on a long uphill, and even if you take a break on the way, you can just go up.

The electric car was especially for the elderly and disabled, so I couldn't do anything if it stopped in the middle of the uphill, but when it stopped with a high-power battery, I waited for the motor (1) to cool down. , You can also climb uphill.

1 motor 2 battery
3 Changeover switch 3a Common 3b Break 3c Make
3d coil 3e condenser 4 accelerator switch 5 temperature sensor

Claims (1)

It is an electric vehicle composed of a motor (1), a plurality of batteries (2), a changeover switch (3), and an accelerator switch (4).
Usually, a plurality of the battery (2) is wired in parallel with the selector switch (3),
Wherein the high output power of the motor (1), the battery (2) is switched in series by the selector switch (3),
The accelerator switch (4) is a switch that conducts electricity to the coil (3d) of the changeover switch (3) when the accelerator pedal is depressed, and is via the thermostat of the temperature sensor (5) installed in the motor (1). the wired to coils (3d),
The electric vehicle is characterized in that the changeover of the changeover switch (3) is performed by turning the thermostat on and off the current .

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