DESC:MULTI-STACK MACHINE

CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421020617 filed on 19/03/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to a multi-stack electromagnetic machine. Particularly, the present disclosure relates to controlling output of a multi rotor-stator motor in a multi-stack electromagnetic machine.
BACKGROUND
The multi-rotor stator motor is becoming increasingly important, especially in applications with high power density, efficiency, and reliability. Unlike traditional single-rotor motors, multi-rotor stator motors have multiple rotors that work in conjunction with multiple stators, offering enhanced torque output and smoother operation. The motors are widely used in industries such as electric vehicles (EVs), aerospace, robotics, and renewable energy systems, as they provide improved performance, reduced size, and lower weight compared to conventional motors. As the demand for high-performance, energy-efficient technologies grows, multi-rotor stator motors play a crucial role in driving innovation and supporting the transition to sustainable, high-performance systems.
In the conventional motors, the rotors are positioned in a fixed arrangement around the stator without the dynamic adjustments or real-time feedback from the sensors. Specifically, the rotor shafts are mechanically aligned during assembly, and the secondary rotors are mounted to ensure uniform spacing and fixed rotational alignment with the stator. The above-mentioned configuration ensured the rotors are balanced and the stator is wound with precise electrical coils to generate magnetic fields for rotor motion, without the need for adjusting the rotor positions based on sensor feedback. The motor relied on the mechanical properties of the fixed rotor arrangement to ensure efficiency. The assembly process involves careful calibration of the rotor and stator components, ensuring they were correctly positioned and aligned to maintain basic motor functionality and performance.
However, there are certain problems associated with the existing or above-mentioned mechanism for controlling output of the rotor-stator motor. For instance, without real-time adjustments of the rotor positions, the motor performance is not optimized, leading to inefficiencies in torque delivery, especially under varying load conditions. Further, the fixed rotor alignment results in uneven power distribution, causing vibrations, reduced overall efficiency, and potential overheating. Additionally, the lack of dynamic control over rotor positioning prevents the motor from adapting to external factors, such as changes in speed or load, which affect the motor's responsiveness and performance. Therefore, the motor is less efficient, less responsive, and more prone to mechanical issues.
Therefore, there exists a need for a mechanism for controlling output of the rotor-stator motor that is efficient, accurate, and overcomes one or more problems as mentioned above.
SUMMARY
An object of the present disclosure is to provide a system for controlling output of a multi rotor-stator motor.
Another object of the present disclosure is to provide a method of controlling output of a multi rotor-stator motor.
Yet another object of the present disclosure is to provide a system and method for controlling output of a multi rotor-stator motor, optimize torque delivery, enhance efficiency, and improve performance by dynamically adjusting rotor alignment in response to changing load and operating conditions.
In accordance with an aspect of the present disclosure, there is provided a system for controlling output of a multi rotor-stator motor, the system comprises:
- a motor shaft;
- a primary rotor and a plurality of secondary rotors, sequentially mounted on the motor shaft, wherein each secondary rotor comprises a plurality of poles;
- a primary stator and a plurality of secondary stators, sequentially arranged on a motor housing, wherein each secondary stator comprises a plurality of slots; and
- a motor control unit communicably coupled with a plurality of rotor position sensors,
wherein the motor control unit is configured to adjust the angular position of the plurality of secondary rotors based on inputs received from the plurality of rotor position sensors.
The system for controlling output of a multi rotor-stator motor, as described in the present disclosure, is advantageous in terms of providing optimal torque delivery, improving power utilization and reducing energy losses. Specifically, the real-time feedback from the rotor position sensors enables precise control over rotor alignment, leading to smoother operation, reduced vibrations, and minimized mechanical stress. The dynamic adaptability allows the motor to respond more effectively to varying loads, improving overall system efficiency, extending the motor's lifespan, and enhancing reliability. Additionally, the ability to fine-tune rotor positioning contributes to better thermal management and reduced wear, making the motor more durable and cost-effective.
In accordance with another aspect of the present disclosure, there is provided a method of controlling output of a multi rotor-stator motor, the method comprises:
- computing an offset value for a plurality of secondary rotors based on a total number of rotors, a number of poles of each secondary rotor and a number of slots of each secondary stator via a motor control unit;
- receiving a current position value of the each secondary rotor via a plurality of rotor position sensors;
- applying an angular shift to the received current position value of the each secondary rotor based on the computed offset value via the motor control unit;
- generating a new position value for the each secondary rotor based on the applied angular shift via the motor control unit; and
- supplying a current value to the each secondary rotor based on the computed commutation delay via the motor control unit .
Additional aspects, advantages, features, and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a system for controlling output of a multi rotor-stator motor, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates different views of multiple rotors with offset, in accordance with another embodiment of the present disclosure.
Figure 3 illustrates a flow chart of controlling output of a multi rotor-stator motor, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
As used herein, the term “multi rotor-stator motor” refers to an electric motor that incorporates multiple rotors and stators working in tandem to improve efficiency, power output, and overall performance of the motor. In principle, each rotor is connected to a separate stator, or multiple stators share the load of driving the rotors. The multi rotor-stator setup allows for a better distribution of power, reducing the overall stress on individual components, minimizing losses, and improving the torque and stability of the motor. The types of multiple rotor-multiple stator motors are multi-phase induction motors and multi-rotor synchronous motors. In a multi-phase induction motor, multiple stators are connected to different phases of the power supply, with each rotor interacting with the corresponding stator to produce rotational motion. The above-mentioned setup significantly improves efficiency and reduces harmonics in the motor’s operation. A multi-rotor synchronous motor uses multiple rotors that rotate in synchronization with the stator's magnetic field for applications that require high torque and precise control, such as in power generation or large industrial machinery.
As used herein, the term “sensors” refers to devices that detect and measure various physical parameters of a vehicle, thereby providing critical data to the vehicle control systems. The sensors play a vital role in ensuring the efficient operation, safety, and performance of the vehicle by monitoring associated surrounding conditions, system states, and operating conditions. Various sensors may include (but not limited to) current sensors, voltage sensors, accelerometers, and wheel speed sensors. Additionally, sensors may also include GPS Sensors, pressure sensors, and radar sensors.
As used herein, the terms “motor shaft” and “shaft” are used interchangeably and refer to a mechanical component that transmits rotational power from the electric motor to the vehicle's drivetrain for driving the wheels. The shaft is typically made of high-strength steel or durable materials to handle the forces and torque generated by the motor. The shaft is connected to the rotor of the motor and is designed to rotate at high speeds, converting the electrical energy from the motor into mechanical energy that propels the vehicle. The design of the shaft ensures smooth transmission of power while minimizing vibrations, noise, and wear over time. Types of motor shafts are solid shafts, hollow shafts, or spline shafts, depending on the specific application and power requirements. The key components of a motor shaft include the shaft, bearings to reduce friction and support rotation, a coupling to connect the shaft to other drivetrain components, and a flange or keyway for secure attachment. The shaft is designed to withstand high torque and operate efficiently across a range of conditions.
As used herein, the term “primary rotor” refers to a component of the electric motor that converts electrical energy into mechanical energy to propel the vehicle. The primary rotor is the rotating part of the motor that interacts with the stator's magnetic field to generate rotational motion. In EV motors, the primary rotor is composed of a set of conductive materials, such as copper or aluminium, and contains permanent magnets or coils depending on the motor type. The rotor is typically mounted on a shaft that transmits the rotational force to the vehicle’s drivetrain. The different types of primary rotors used in EVs are permanent magnet rotors and induction rotors. The permanent magnet rotors use embedded permanent magnets to create a constant magnetic field, which interacts with the stator's rotating field to generate torque. The induction rotors do not contain permanent magnets and instead generate their magnetic field through the interaction with the stator's alternating current. Components of the primary rotor include the rotor core (often made of laminated steel), windings or permanent magnets, a shaft, and bearings for smooth rotation. The rotor works by creating a magnetic field that is induced by the stator's electromagnetic forces, leading to the rotor’s rotation.
As used herein, the term “secondary rotor” refers to an additional rotor that is used in specialized motor designs as more than one rotor works in tandem with a single stator to enhance the motor's power output, torque density, and efficiency. The secondary rotors are generally located in parallel or concentric arrangements within the motor, and the primary function is to distribute the load and improve the motor's overall performance. Further, secondary rotors are used to create additional torque, reduce the overall size of the motor, and allow for better heat distribution, which is crucial for continuous operation in high-performance EVs. In the multi-rotor radial flux motor, each rotor is an induction or permanent magnet type, similar to the primary rotor but with variations in size or configuration to optimize the motor's output. Furthermore, the components of a secondary rotor typically include the rotor core, which is made from laminated steel to reduce energy losses, permanent magnets or electromagnets to generate the magnetic field, bearings to support the rotor's rotation, and a shaft that connects the rotor to the rest of the motor and drivetrain. The working principle of secondary rotors is similar to that of primary rotors as the stator generates a rotating magnetic field, and the secondary rotors interact with this field to produce torque. This torque is then transmitted to the vehicle's drivetrain through the rotor shafts, enabling the vehicle to move efficiently.
As used herein, the terms “pole” refers to the magnetic poles (north and south) that are formed on each secondary rotor. The poles are generated by the interaction of the rotor windings with the magnetic field produced by the stator. The number and configuration of poles on each secondary rotor determine the frequency and pattern of the magnetic interaction between the rotor and the stator. In a multi rotor-stator motor, the poles of the secondary rotors define the torque production, the motor’s operational speed, and the electromagnetic dynamics of the arrangement. The precise arrangement and movement of the poles relative to the stator slots are essential for efficient energy conversion and performance optimization. The poles of the secondary rotors are fundamental to controlling the output of the multi rotor-stator motor. The motor control unit continuously monitors and adjusts the angular position of each rotor to ensure that the poles align with the stator slots at the correct times during the rotation cycle. The synchronization maximizes the electromagnetic interaction between the rotor and stator, thereby optimizing torque delivery and minimizing losses due to misalignment. By controlling the position and timing of the rotor poles relative to the stator slots, the motor control unit ensures efficient commutation, reduced torque ripple, and enhanced motor performance. Additionally, the precise control of the rotor poles allows the motor to adapt to varying load conditions and speeds, providing reliable and high-performance operations.
As used herein, the term “primary stator” refers to a stationary part of the electric motor that generates a rotating magnetic field, which induces the rotor to rotate and produce mechanical power. The primary stator comprises a series of electromagnetic coils or windings that are energized by electric current to create a magnetic field. The magnetic field interacts with the rotor, initiating the rotor to rotate. The stator is typically mounted around the rotor and varies in size and design depending on the motor type and vehicle specifications. The primary stator is crucial for the conversion of electrical energy into mechanical energy, making it a central component in the operation of the EV motor. The different types of primary stators are based on the motor design, such as those used in permanent magnet motors, induction motors, or synchronous motors. The stator typically includes components such as, but not limited to, copper windings, laminated iron cores, and cooling systems to maintain efficiency and prevent overheating. The stator’s working principle involves applying electrical current to the coil, creating a magnetic field that rotates within the motor. The rotating magnetic field induces current in the rotor (in the case of induction motors) or interacts with the permanent magnets in the rotor (in the case of permanent magnet motors), triggering the rotor to spin. The rotational force is transferred to the motor shaft and subsequently to the vehicle's drivetrain, driving the wheels of the EV.
As used herein, the term “secondary stators” refers to an additional stator used in advanced motor designs, particularly in multi-stator configurations, to improve the motor's efficiency, torque, and power density. The secondary stators complement the primary stator by providing additional electromagnetic fields that help balance the load and optimize power distribution across the motor. The secondary stators are used in motors that require higher performance or need to operate in compact spaces while maintaining high torque output, such as in high-performance EVs or those with multi-rotor setups. The secondary stators are of different types depending on the motor design, such as induction stators or synchronous stators and are designed to work in parallel with the primary stator. The components of a secondary stator include copper or aluminium windings, laminated cores made from magnetic steel to reduce losses, and cooling systems to prevent overheating. The working of a secondary stator is similar to that of a primary stator. When electric current flows through its coils, it creates a rotating magnetic field. The field interacts with the rotors or secondary rotors, inducing them to rotate and generate mechanical power. In multi-stator configurations, the synchronized action of the stators increases the motor's overall torque and efficiency, resulting in a smoother and more powerful performance for the EV.
As used herein, the term “motor housing” refers to a protective casing that encases the motor and its components, providing structural integrity, protection from external elements, and facilitating cooling. The motor housing plays a critical role in shielding the motor from dirt, moisture, and mechanical damage, ensuring the motor operates reliably over time. The housing also helps dissipate heat generated during motor operation, preventing overheating. The motor housing is made from durable materials such as aluminium or steel and is designed to withstand the high mechanical and thermal stresses that come with the motor’s operation, while also being lightweight to improve overall vehicle efficiency. In EVs, the housing is designed to support various motor components, such as the stator, rotor, and bearings. Further, some housings also incorporate cooling channels or fins to enhance heat dissipation, while others include sealed compartments to protect sensitive electronics. The working of the motor housing involves enclosing the motor's internal components while also providing the necessary structural support. As the motor operates, the housing ensures the motor components remain secure and protected, contributing to the overall durability and longevity of the EV’s powertrain.
As used herein, the term “motor control unit” refers to an electronic system for managing and regulating the operation of the motor. The motor control unit ensures that the electric motor runs efficiently by controlling various parameters such as speed, torque, and direction. The MCU communicates with the vehicle's battery management system and other electronic control units (ECUs) to optimize performance, monitor the motor's health, and protect against faults like overvoltage, overheating, or current surges. The motor control unit processes data and sends commands to the motor’s power electronics, ensuring smooth and responsive performance under various driving conditions. The motor control unit is of different types, such as those used in permanent magnet synchronous motors (PMSM) or induction motors (IM). The key components of the MCU include the microcontroller or digital signal processor (DSP), power electronics such as inverters and converters, sensors for feedback (speed or temperature sensors), and communication interfaces for data exchange with the vehicle’s central control system. The MCU works by converting the DC power from the battery into AC power for the motor (in AC motor systems) through an inverter, adjusting the frequency and voltage to control motor speed and torque.
As used herein, the term “slots” refers to the specific, evenly spaced channels or cavities within the stator that house the windings. Each secondary stator is designed with a plurality of slots, which serve as the placement areas for the coils or windings that generate the magnetic fields needed for motor operation. The slots are integral to the stator's function, for allowing the winding to interact with the magnetic fields of the rotor poles. In a multi rotor-stator motor, the configuration and number of slots in each secondary stator play a crucial role in determining the efficiency of power conversion for directly affect the motor's electromagnetic performance, such as torque generation and energy transfer between the rotor and stator. The motor control unit utilizes the position data of the secondary rotors, alongside the number and configuration of the stator slots, to optimize the angular positioning of the rotors. By controlling the angular position of the rotors relative to the stator slots, the motor control unit ensures smooth commutation and efficient energy conversion. T
As used herein, the term “rotor position sensor” refers to a device that detects the position of the rotor inside a motor. Further, the rotor position sensor measures the angular position or rotational speed of the rotor within an electric motor. The rotor position sensor provides real-time feedback to the motor controller or control unit, enabling precise control of the motor's performance and operation. The different types of sensors used in EVs, including magnetic, optical, and Hall effect sensors. The sensors typically consist of a magnet, sensor element, and signal processing circuitry. The components work together to detect the movement of the rotating parts, such as the motor shaft or wheels, by measuring the changes in magnetic fields or light patterns. The sensor converts the data into an electrical signal, which is sent to the MCU or other control systems for processing. The working principle involves the sensor continuously monitoring the speed and providing real-time feedback, allowing the MCU to adjust the motor's power output and maintain the desired speed or torque. The constant monitoring helps optimize performance and safety, preventing issues such as motor over-speed or under-speed.
As used herein, the term “gear position sensor” refers to a device that detects the position of the gear and sends the data as an electrical signal to the control unit. The gear position sensor measures the rotation angle of the shift drum installed on the transmission system and converts the measured rotation angle to a corresponding voltage value. In EVs with single-speed transmissions or multi-speed gearboxes, the gear position sensor helps the vehicle's control system understand the gear status for managing efficiency, energy regeneration, and performance under different driving conditions.
As used herein, the term “offset value” refers to the calculated angular displacement or shift applied to the angular position of each secondary rotor relative to the primary rotor and its corresponding stator slots. The offset value is derived based on various factors, such as the total number of rotors, the number of poles of each secondary rotor, and the number of slots in each secondary stator. The offset value ensures that each secondary rotor is positioned at an optimal angular position to maintain synchronized operation with the primary rotor and stators, enabling smooth torque generation and minimizing mechanical stresses. Further, the offset value acts as a correction factor to adjust the relative position of the secondary rotors, accounting for physical variations and the need for precise rotor-stator interaction in a multi-rotor setup.
In accordance with an aspect of the present disclosure, there is provided a system for controlling output of a multi rotor-stator motor, the system comprises:
- a motor shaft;
- a primary rotor and a plurality of secondary rotors, sequentially mounted on the motor shaft, wherein each secondary rotor comprises a plurality of poles;
- a primary stator and a plurality of secondary stators, sequentially arranged on a motor housing, wherein each secondary stator comprises a plurality of slots; and
- a motor control unit communicably coupled with a plurality of rotor position sensors,
wherein the motor control unit is configured to adjust the angular position of the plurality of secondary rotors based on inputs received from the plurality of rotor position sensors.
Referring to figure 1, in accordance with an embodiment, there is described a system 100 for controlling output of a multi rotor-stator motor 102. The system 100 comprises a motor shaft 104, a primary rotor 106 and a plurality of secondary rotors 108, sequentially mounted on the motor shaft 104 wherein, each secondary rotor 108 comprises a plurality of poles 110. Furthermore, the system 100 comprises a primary stator 112 and a plurality of secondary stators 114, sequentially arranged on a motor housing 116, wherein each secondary stator 114 comprises a plurality of slots 118. Furthermore, the system 100 comprises a motor control unit 120 is communicably coupled with a plurality of rotor position sensors 122. Further, the motor control unit 120 is configured to adjust the angular position of the plurality of secondary rotors 108 based on inputs received from the plurality of rotor position sensors 122.
In the above-mentioned system 100 for controlling the output of a multi rotor-stator motor 102, the motor 102 comprises a primary rotor 106 and multiple secondary rotors 108, all sequentially mounted on a motor shaft 104. Specifically, each secondary rotor 108 comprises a plurality of poles 110, and each secondary stator 114 comprises a plurality of slots 118. The motor control unit 120 processes the data from the rotor position sensors 122 to adjust the angular position of the secondary rotors 108, ensuring that the rotors are aligned optimally for efficient torque production and minimal mechanical stress. The dynamic adjustment is important for optimizing the motor's 100 performance and achieving smooth, synchronized operation. The method employed for the computation involves receiving the real-time position data from the rotor position sensors 122 and calculating the necessary angular adjustments for each secondary rotor 108 based on the input. Subsequently, the motor control unit 120 sends control signals to the driver circuitry, which adjusts the angular positioning of the secondary rotors relative to the primary rotor 126 and stator slots 118. By controlling the positioning of the secondary rotors 108, the motor 102 ensures that each rotor interacts with the corresponding stator slot 118 at the optimal point in the rotation cycle, maximizing the efficiency of power conversion and minimizing torque ripple. The real-time adjustment helps accommodate varying loads and speeds, maintaining the motor's 102 performance even under fluctuating operational conditions. By adjusting the rotor positions dynamically, the motor 102 maintains optimal synchronization between the rotors and stators, resulting in smooth, stable, and responsive operation. The advantages of the system include increased power density, enhanced energy efficiency, and extended motor lifespan due to minimized vibrations and heat generation.
In an embodiment, the motor control unit 120 is configured to compute an offset value for a plurality of secondary rotors 108 based on a total number of rotors, a number of poles of each secondary rotors 108 and a number of slots of each secondary stator 114 and wherein the total number of rotors comprises the primary rotor 106 and the plurality of secondary rotors 108. The offset value for the plurality of secondary rotors 108 is computed by considering the total number of rotors including both the primary rotor 106 and the plurality of secondary rotors 108. Further, the number of poles of each secondary rotor 108 and the number of slots in each corresponding secondary stator 114 is also used for computing the offset value. Specifically, the number of poles 110 refers to the magnetic poles on each secondary rotor 114 that is used to generate the rotating magnetic field. The number of slots 118 in each secondary stator 114 determines the position of windings and impacts the overall efficiency of power generation. By considering the above-mentioned factors, the MCU 120 calculates an offset value that compensates for any misalignment or differences in angular position between the primary and secondary rotors 108. The computation of the offset value ensures that the angular positions of all rotors are properly aligned, facilitating smooth and synchronized operation. The synchronization prevents torque ripple and minimizes mechanical stress, leading to smoother operation and better performance. The computation of the offset value is advantageous as it allows for dynamic adjustment of rotor positions in real-time, compensating for variations in rotor speed or load conditions. Further, the adaptive control helps in optimizing the motor's efficiency and reduces the system failures due to misalignment, ensuring a higher level of reliability. Additionally, the precise alignment of rotors enhances the overall torque density of the motor, providing improved power output and reduced energy losses.
In an embodiment, the motor control unit 120 is configured to receive a current position value of the each secondary rotor 108 via the plurality of rotor position sensors 122. The rotor position sensors 122, such as, but not limited to, encoders or resolvers, monitor the rotational position of each rotor, and continuously provides feedback to the control unit 120. The motor control unit 120 processes the data to determine the precise location of each secondary rotor 108 relative to the primary rotor 106 and stator 112. The position information is important for calculating the required adjustments to optimize the rotor-stator interaction, synchronize the rotors, and ensure smooth motor operation. Subsequently, the control unit 120 adjusts the driver signals or control inputs to each rotor based on the current position values, ensuring the system operates efficiently and minimizes errors or misalignments. Advantageously, receiving the current position data enables the motor 102 to maintain accurate synchronization and real-time control over each rotor's movement. The capability improves torque delivery, reduces mechanical stress, and ensures that each rotor is correctly aligned with the corresponding stator slot. Furthermore, having precise position feedback, the motor control unit 120 adjusts power delivery dynamically, preventing issues such as stalling or inefficient operation. The advantages of the above-mentioned approach include enhanced motor efficiency, reduced wear and tear on components, and smoother operation.
Referring to figure 2, in accordance with an embodiment, there is described a plurality of secondary rotors with offset of poles as ø°, ?°, and a°. In particular, the motor control unit 120 is configured to apply an angular shift to the received current position value of the each secondary rotor 108 based on a computed offset value. The offset value is computed from the total number of rotors, poles of each secondary rotor 108, and slots 118 in each stator, represents the ideal angular displacement needed to achieve synchronization between the primary rotor 106 and secondary rotors 108. The motor control unit 120 receives the current position data of each secondary rotor 108 from the rotor position sensors 122 and adjusts the current position by applying the angular shift. Specifically, the offset is applied with respect to poles as ø°, ?°, and a°. For instance, the offset of ø° is applied between the primary rotor and a first secondary rotor. Similarly, the offset of ?°, and a° is applied between the first secondary rotor and a second secondary rotor, and the second secondary rotor and a third rotor respectively. The process ensures that the secondary rotors 108 are positioned correctly relative to each other and the primary rotor 106, optimizing the interaction between the rotors and the stator. Subsequently, the motor control unit 120 then adjust the motor’s drive signals to accommodate the shifted rotor positions, ensuring balanced and synchronized rotor movement. Further, the motor control unit 120 compensates for mechanical variances and ensures that all rotors work in harmony, maximizing power output while minimizing torque ripple and vibrations. The method results in improved efficiency and reliability ensuring that the rotor-stator interactions are in optimized condition. The advantages of above-mentioned approach include reduced mechanical stress, enhanced motor performance, and the ability to achieve higher torque and power density.
In an embodiment, the motor control unit 120 is configured to generate a new position value for the each secondary rotor 108 based on the applied angular shift. The new position value is applied by the control unit 120 to generate accurate and real-time control signals to drive the motor 102, ensuring that each rotor moves in synchronization with the primary rotor 106 and other secondary rotors 108. Further, the synchronization ensures that each secondary rotor 108 is optimally positioned in relation to the stator slots 118, minimizing torque ripple, vibrations, and mechanical stress, and thereby enhances the motor's 102 overall performance and longevity. The advantage the above-mentioned process allows for fine-tuned control of each rotor’s movement, ensuring that power output is maximized, and energy consumption is minimized. Furthermore, by adjusting the position dynamically, the motor handles varying loads and operational speeds efficiently, offering greater flexibility and efficiency.
In an embodiment, the motor control unit 120 is configured to compute a commutation delay for the each secondary rotor 108 based on the applied angular shift. Specifically, the commutation delay is computed by determining the time delay required for each secondary rotor 108 to reach the optimal commutation position, considering the angular shift applied. The delay is calculated based on factors such as the rotor's current position, the rotor's velocity, the applied angular shift, and the total number of rotors in the system. The commutation delay allows the motor control unit 120 to adjust the timing of the switching signals sent to the motor’s drive circuitry, ensuring that the commutation occurs at the precise moment, and thereby optimizing power transfer and minimizing losses. Consequently, by accurately calculating and compensating for the delay, the motor control unit 120 ensures that the rotors are switched at the correct time, reducing torque ripple and enhancing motor performance. Further, the commutation delay provides a reliable and efficient motor operation, with reduced mechanical stress, lower energy losses, and better thermal management which results in improved overall system performance, greater power density, and extended motor lifespan.
In an embodiment, the motor control unit 120 is configured to supply a current value to the each secondary rotor 108 based on the computed commutation delay. Specifically, the determination of the commutation delay allows the motor control unit 120 to adjust the timing of the current supplied to the windings of each secondary rotor 108. The commutation delay, which ensures the rotor is in the correct position before the current is applied, is used to synchronize the current supply with the optimal timing for effective rotor movement. The motor control unit 120 computes the precise moment for the supply of current to the rotor windings, factoring in the delay introduced by the angular shift and the rotor’s position. By accurately controlling the current delivery, the system ensures that each secondary rotor 108 experiences the maximum magnetic force at the ideal time, improving the efficiency of energy transfer between the stator and rotor. Further, synchronizing the current supply with the computed delay, the motor 102 achieves smoother operation, reduced torque ripple, and enhanced efficiency. Consequently, an improved torque generation and minimized energy consumption is achieved, particularly during high-speed and varying load conditions. Further, better thermal management, as the motor operates more efficiently with reduced heat generation is achieved and extends motor lifespan due to minimized electrical and mechanical stress.
In accordance with a second aspect, there is described a method of controlling output of a multi rotor-stator motor, the method comprises:
- computing an offset value for a plurality of secondary rotors based on a total number of rotors, a number of poles of each secondary rotor and a number of slots of each secondary stator via a motor control unit;
- receiving a current position value of the each secondary rotor via a plurality of rotor position sensors;
- applying an angular shift to the received current position value of the each secondary rotor based on the computed offset value via the motor control unit;
- generating a new position value for the each secondary rotor based on the applied angular shift via the motor control unit; and
- supplying a current value to the each secondary rotor based on the computed commutation delay via the motor control unit.
Figure 3 describes a method 200 of controlling output of a multi rotor-stator motor. The method 200 starts at a step 202. At the step 202, the method 200 comprises computing an offset value for a plurality of secondary rotors 108 based on a total number of rotors, a number of poles of each secondary rotor 108 and a number of slots of each secondary stator 114 via a motor control unit 120. At a step 204, the method 200 comprises receiving a current position value of the each secondary rotor 108 via a plurality of rotor position sensors 122. At a step 206, the method 200 comprises applying an angular shift to the received current position value of the each secondary rotor 108 based on the computed offset value via the motor control unit 120. At a step 208, the method 200 comprises generating a new position value for the each secondary rotor 108 based on the applied angular shift via the motor control unit 120. At a step 210, the method 200 comprises supplying a current value to the each secondary rotor 108 based on the computed commutation delay via the motor control unit 120.

In an embodiment, the method 200 comprises computing an offset value for a plurality of secondary rotors 108 based on a total number of rotors, a number of poles of each secondary rotor 108 and a number of slots of each secondary stator 114 via a motor control unit 120.

In an embodiment, the method 200 comprises receiving a current position value of the each secondary rotor 108 via a plurality of rotor position sensors 122.
In an embodiment, the method 200 comprises applying an angular shift to the received current position value of the each secondary rotor 108 based on the computed offset value via the motor control unit 120.
In an embodiment, the method 200 comprises generating a new position value for the each secondary rotor 108 based on the applied angular shift via the motor control unit 120.
In an embodiment, the method 200 comprises computing a commutation delay for the each secondary rotor 108 based on the applied angular shift.
In an embodiment, the method 200 comprises supplying a current value to the each secondary rotor 108 based on the computed commutation delay via the motor control unit 120.
In an embodiment, the method 200 comprises computing an offset value for a plurality of secondary rotors 108 based on a total number of rotors, a number of poles of each secondary rotor 108 and a number of slots of each secondary stator 114 via a motor control unit 120. Further, the method 200 comprises receiving a current position value of the each secondary rotor 108 via a plurality of rotor position sensors 122. Furthermore, the method 200 comprises applying an angular shift to the received current position value of the each secondary rotor 108 based on the computed offset value via the motor control unit 120. Furthermore, the method 200 comprises generating a new position value for the each secondary rotor 108 based on the applied angular shift via the motor control unit 120. Furthermore, the method 200 comprises computing a commutation delay for the each secondary rotor 108 based on the applied angular shift. Furthermore, the method 200 comprises supplying a current value to the each secondary rotor 108 based on the computed commutation delay via the motor control unit 120.
In an embodiment, the method 200 comprises computing an offset value for a plurality of secondary rotors 108 based on a total number of rotors, a number of poles of each secondary rotor 108 and a number of slots of each secondary stator 114 via a motor control unit 120. Furthermore, the method 200 comprises receiving a current position value of the each secondary rotor 108 via a plurality of rotor position sensors 122. Furthermore, the method 200 comprises applying an angular shift to the received current position value of the each secondary rotor 108 based on the computed offset value via the motor control unit 120. Furthermore, the method 200 generating a new position value for the each secondary rotor 108 based on the applied angular shift via the motor control unit 120. Furthermore, the method 200 comprises supplying a current value to the each secondary rotor 108 based on the computed commutation delay via the motor control unit 120.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages of optimizing torque delivery, enhance efficiency, and improve performance by dynamically adjusting rotor alignment in response to changing load and operating conditions.
It would be appreciated that all the explanations and embodiments of the system 100 also apply mutatis-mutandis to the method 200.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combinations of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, and “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings, and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A system (100) for controlling output of a multi rotor-stator motor (102), the system (100) comprises:
- a motor shaft (104);
- a primary rotor (106) and a plurality of secondary rotors (108), sequentially mounted on the motor shaft (104), wherein each secondary rotor (108) comprises a plurality of poles (110);
- a primary stator (112) and a plurality of secondary stators (114), sequentially arranged on a motor housing (116), wherein each secondary stator (114) comprises a plurality of slots (118); and
- a motor control unit (120) communicably coupled with a plurality of rotor position sensors (122),
wherein the motor control unit (120) is configured to adjust the angular position of the plurality of secondary rotors (108) based on inputs received from the plurality of rotor position sensors (122).

2. The system (100) as claimed in claim 1, wherein the motor control unit (120) is configured to compute an offset value for a plurality of secondary rotors (108) based on a total number of rotors, a number of poles of each secondary rotor (108) and a number of slots of each secondary stator (114) and wherein the total number of rotors comprises the primary rotor (106) and the plurality of secondary rotors (108).

3. The system (100) as claimed in claim 1, wherein the motor control unit (120) is configured to receive a current position value of the each secondary rotor (108) via the plurality of rotor position sensors (122).

4. The system (100) as claimed in claim 1, wherein the motor control unit (120) is configured to apply an angular shift to the received current position value of the each secondary rotor (108) based on the computed offset value.

5. The system (100) as claimed in claim 1, wherein the motor control unit (120) is configured to generate a new position value for the each secondary rotor (108) based on the applied angular shift.

6. The system (100) as claimed in claim 1, wherein the motor control unit (120) is configured to compute a commutation delay for the each secondary rotor (108) based on the applied angular shift.

7. The system (100) as claimed in claim 1, wherein the motor control unit (120) is configured to supply a current value to the each secondary rotor (108) based on the computed commutation delay.

8. A method (200) of controlling output of a multi rotor-stator motor, the method comprises:
- computing an offset value for a plurality of secondary rotors (108) based on a total number of rotors, a number of poles of each secondary rotor (108) and a number of slots of each secondary stator (114) via a motor control unit (120);
- receiving a current position value of the each secondary rotor (108) via a plurality of rotor position sensors (122);
- applying an angular shift to the received current position value of the each secondary rotor (108) based on the computed offset value via the motor control unit (120);
- generating a new position value for the each secondary rotor (108) based on the applied angular shift via the motor control unit (120); and
- supplying a current value to the each secondary rotor (108) based on the computed commutation delay via the motor control unit (120).