DESC:MULTI ROTOR-STATOR RADIAL FLUX MACHINE

CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421020630 filed on 19/03/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to a radial flux machine. Particularly, the present disclosure relates to a multi rotor-stator radial flux machine.
BACKGROUND
The radial flux machines are getting increasingly popular in electric vehicles (EVs) due to their high efficiency, compact design, and excellent power-to-weight ratio. The modern-day motors feature a design with the magnetic flux flowing radially from the centre of the motor to the outer perimeter, making them ideal for automotive applications. With the growing demand for EVs, radial flux machines provide a reliable solution for achieving high performance while maintaining energy efficiency and reducing vehicle weight.
Conventionally, the motors rely on a fixed configuration of primary components, such as a single rotor and stator, to generate mechanical power. The motors use either synchronous or asynchronous (induction) operation. In synchronous motors, the rotor rotates at the same speed as the rotating magnetic field produced by the stator to always remain synchronized with the supply current. The Induction motors rely on electromagnetic induction to generate rotational motion as the rotor is induced to follow the stator’s magnetic field without any direct electrical connection to the rotor. The motors generally operate at a constant speed, which is determined by the frequency of the electrical supply and the number of poles in the stator. In terms of working, conventional motors are designed to operate at a fixed speed, with control methods such as voltage or frequency variation used to adjust output performance. For instance, variable frequency drives (VFDs) adjust the motor speed by varying the frequency of the power supplied to the motor, which helps to control the motor's output torque and speed for applications requiring adjustments.
However, there are certain problems associated with the existing or above-mentioned mechanism for controlling output of the rotor-stator motor. For instance, without secondary motors or the ability to control multiple rotors independently, the motors are limited in the ability to optimize energy use based on varying load conditions. Consequently, single-rotor stator motors are less adaptable to dynamic systems. Further, conventional motors without secondary motors are inefficient in energy consumption and lack adaptability. The motors usually run at a constant speed and power output, which leads to significant energy waste, particularly when the motor is operating under light loads or at partial capacity. Furthermore, without a secondary motor to adjust the output based on changing conditions, the motors are less capable of responding to fluctuations in load or varying operational demands. Therefore, the lack of flexibility causes premature wear on motor components, as they operate inefficiently over extended periods, ultimately reducing the motor’s lifespan and increasing maintenance needs.
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, with enhanced power density, efficiency, and torque output by utilizing multiple rotor and stator pairs within a single motor structure.
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, the system comprises:
- a multi rotor-stator radial flux motor comprising:
- a motor shaft;
- a primary rotor and a plurality of secondary rotors, sequentially mounted on the motor shaft; and
- a primary stator and a plurality of secondary stators, sequentially arranged on a motor housing;
- a motor control unit communicably coupled with a plurality of sensors; and
- a plurality of switches configured to establish electrical connection between the motor control unit and the multi rotor-stator radial flux motor,
wherein the motor control unit is configured to electrically connect and disconnect plurality of secondary stators based on inputs received from the plurality of sensors.
The system for controlling output of a multi rotor-stator motor, as described in the present disclosure, is advantageous in terms of improved power efficiency, enhanced torque density, and greater control over the motor output. Specifically, by integrating multiple rotor and stator pairs, the motor is able to distribute load more evenly, reducing stress on individual components and minimizing energy losses. The output controlling mechanism further enhances flexibility, allowing for precise regulation of power output according to demand, which optimizes performance in varying operational conditions. Consequently, the system results in more efficient energy usage, reduced heat generation, and the ability to dynamically adjust motor output for applications requiring variable power.
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, the method comprises:
- receiving inputs from the plurality of sensors to a motor control unit;
- comparing a computed torque demand with a current torque value of a multi rotor-stator radial flux motor and deriving a torque deviation via the motor control unit;
- identifying a number of secondary stators, from the plurality of secondary stators, based on the derived torque deviation via the motor control unit;
- generating an instruction signal based on the identified number of secondary stators and sending the generated instruction signal to the plurality of switches via the second terminal via the motor control unit; and
- electrically connecting and disconnecting at least one secondary stator from the plurality of secondary stators 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 block diagram of a system for controlling output of a multi rotor-stator motor, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a flow chart of a method 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 radial flux 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 “switches”, and “switching devices” are used interchangeably and refer to the components that control the flow of electricity to and from the battery pack, ensuring safe and efficient transmission from the battery pack. The switching devices comprise MOSFETs (Metal-Oxide-Semiconductor Field-Effect Transistors), relays, and contactors. The MOSFETs are used for high-speed switching and controlling charge and discharge currents. The relays and contactors isolate the battery during fault conditions or during switching between charge and discharge modes. The switching devices function by receiving control signals from a motor control unit, which monitors battery health, temperature, and voltage. When a specific condition (such as overvoltage, undervoltage, or thermal overload) is detected, the switching devices open or close the circuit, either allowing or cutting off power to the battery or external load, thus protecting the battery from damage and ensuring optimal performance.
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 stators 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 “first instruction signal” refers to an initial control signal that is sent to the motor’s power electronics to start or modify the motor's operation. The signal is typically generated by the vehicle's drive control system, which processes inputs from the driver (such as acceleration or braking) and sends corresponding instructions to the MCU. The first instruction signal is crucial because it triggers the motor control process, dictating parameters like motor start-up, speed, and direction. It ensures that the motor responds appropriately to the driver’s inputs while maintaining smooth and efficient operation. The first instruction signals are of different types depending on the motor system, such as a voltage signal, current signal, or digital signal, depending on whether the motor is a permanent magnet synchronous motor (PMSM), induction motor (IM), or another type. The components involved in processing this signal include the microcontroller or digital signal processor (DSP), sensors (e.g., throttle position sensor or torque sensor), and the inverter that converts the signal into the appropriate power for the motor. Upon receiving the first instruction signal, the MCU processes the data and adjusts the motor's operation by controlling the inverter, which then regulates the motor’s speed, torque, and other operating parameters.
As used herein, the term “speed sensor” refers to a device that measures the rotational speed of the motor’s shaft or the wheels and sends the information to the motor control unit (MCU) or vehicle control system. The feedback allows the control system to adjust the motor's performance in real-time, ensuring smooth acceleration, and deceleration, and maintaining the desired speed. The speed sensor plays a vital role in optimizing the vehicle's efficiency, safety, and responsiveness, as it enables the vehicle to adapt to varying driving conditions and ensures the motor operates within safe speed limits. The different types of speed sensors used include 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 then converts 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. Consequently, constant monitoring helps optimize performance and safety, preventing issues like motor over-speed or under-speed.
As used herein, the term “throttle position sensor” refers to a component that measures the position of the throttle pedal or the throttle valve. The throttle position sensor provides real-time data to the motor control unit (MCU) about the driver's input on acceleration, allowing the control system to adjust the motor's power output accordingly. The sensor detects how far the throttle pedal is pressed, translating this physical movement into an electrical signal that tells the system how much power to supply to the motor. The detection helps to regulate acceleration and maintain smooth driving performance, ensuring the vehicle responds appropriately to the driver’s commands. The throttle position sensor in EVs uses tools such as potentiometers, Hall effect sensors, or resistive sensors. The key components of a TPS include a sensor element (such as a potentiometer or magnetic sensor), a mechanical linkage to the throttle, and signal-processing electronics. The working principle involves the sensor detecting changes in the position of the throttle mechanism and converting the change in position into a voltage or digital signal. The signal is sent to the MCU, which processes the information and adjusts the motor's power delivery to match the throttle input. By continuously monitoring and adjusting the throttle response, the TPS plays a significant role in controlling the vehicle's acceleration, energy efficiency, and overall driving experience.
As used herein, the term “gear position sensor” refers to a sensor that monitors the selected gear in the vehicle's transmission system. The gear position sensor provides feedback to the motor control unit (MCU) or vehicle control system about the current gear, enabling the system to optimize power delivery, adjust torque, and ensure smooth gear shifting. In EVs with single-speed transmissions or multi-speed gearboxes, the gear position sensor helps the vehicle's control system comprehend the gear status, for managing efficiency, energy regeneration, and performance under different driving conditions. The types of gear position sensors include mechanical, magnetic, and Hall effect sensors. The components of a gear position sensor include a sensor element that detects the gear's position (such as a switch or a magnet), a linkage mechanism that connects to the transmission, and signal-processing electronics. The working principle of a gear position sensor involves detecting the physical position of the gear through mechanical or magnetic means and converting it into an electrical signal. The signal is sent to the MCU, which uses the signal to adjust the motor’s performance, accordingly, ensuring smooth transitions between gears, efficient power usage, and effective regenerative braking.
As used herein, the term “first terminal” refers to one of the connection points where electrical signals are input or output to control the motor’s operation. The electric switch acts as a control interface that allows the MCU to either turn the motor on or off, or to switch between different modes, such as forward, reverse, or regenerative braking. The first terminal typically serves as an entry point for the power or signal from the vehicle's power source or other control elements, enabling the MCU to manage the distribution of power to the motor and other drivetrain components. The working principle involves the first terminal receiving a control signal or power input, which activates the switch. When the switch is activated, it allows the MCU to regulate the motor’s operation by controlling the flow of electricity, ensuring the vehicle operates efficiently and safely. The first terminal is crucial in controlling basic motor functions and helps ensure smooth interaction between the driver’s commands and the vehicle’s powertrain.
As used herein, the term “second terminal” refers to a connection point that receives the electrical signal once the switch is activated by the first terminal. The terminal works in conjunction with the first terminal to complete the circuit that controls the motor’s operation, allowing the MCU to regulate the flow of electricity to the motor or other related components in the vehicle’s powertrain. Essentially, the second terminal is a critical part of the switch's function, providing the ground path for electrical current or serving as an output that relays power to other circuits in the system. The types of second terminals in electric switches vary depending on the design of the switch used within the MCU. The key components of the second terminal typically include the electrical contact that completes the circuit, the wiring that connects it to other system components (like the motor or the vehicle’s power supply), and the corresponding contact point or output terminal on the switch. When the switch is engaged, the second terminal either closes the circuit, allowing power to flow to the motor, or facilitates the switching of power modes, such as regenerative braking or motor shutdown.
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, the system comprises:
- a multi rotor-stator radial flux motor comprising:
- a motor shaft;
- a primary rotor and a plurality of secondary rotors, sequentially mounted on the motor shaft; and
- a primary stator and a plurality of secondary stators, sequentially arranged on a motor housing;
- a motor control unit communicably coupled with a plurality of sensors; and
- a plurality of switches configured to establish electrical connection between the motor control unit and the multi rotor-stator radial flux motor,
wherein the motor control unit is configured to electrically connect and disconnect plurality of secondary stators based on inputs received from the plurality of sensors.
Referring to figure 1, in accordance with an embodiment, there is described system 100 for controlling output of a multi rotor-stator motor. The system 100 comprises a multi rotor-stator radial flux motor 102. The multi rotor-stator radial flux motor 102 further comprises a motor shaft 104, a primary rotor 106, and a plurality of secondary rotors 108, sequentially mounted on the motor shaft 104 and a primary stator 110 and a plurality of secondary stators 112, sequentially arranged on a motor housing 114. Further, the system 100 comprises a motor control unit 116 communicably coupled with a plurality of sensors 118 and a plurality of switches 120 configured to establish an electrical connection between the motor control unit 116 and the multi rotor-stator radial flux motor 102. Furthermore, the motor control unit 116 is configured to electrically connect and disconnect the plurality of secondary stators 112 based on inputs received from the plurality of sensors 118. Furthermore, each switch of the plurality of switches 120 comprises a first terminal 122 and a second terminal 124, wherein the first terminal 122 of the each switch is connected to the plurality of secondary stators 112, and the second terminal 124 is connected to the motor control unit 116.
The multi-rotor-stator radial flux motor 102 operates by utilizing a motor shaft 104 that drives both the primary rotor 106 and a set of secondary rotors 108, which are sequentially mounted along the shaft 102. Each rotor is paired with a corresponding stator, with the primary stator 106 located closest to the motor housing 114 and the secondary stators 112 arranged sequentially. The setup allows for more efficient energy generation and power distribution, as the secondary rotors 108 assist in managing the load across multiple stages, ensuring a more balanced and efficient operation. The motor control unit (MCU) 116 plays a crucial role in the configuration, as MCU 116 monitors the system via a set of sensors 118 and dynamically controls the connection and disconnection of the secondary stators 112. The dynamic control allows the motor 102 to adapt to changing load conditions, optimizing energy use and performance. The motor's 102 operation is determined by the interaction between the primary rotor 106 and the stators. As the motor shaft 104 rotates, the primary rotor 106 generates a magnetic field that interacts with the primary stator 110, producing mechanical power. The secondary rotors 108 and the corresponding stators assist in generating power or adjusting the motor's output, depending on the motor's operational needs. The motor control unit 116 receives real-time data from the sensors 118, which monitor parameters such as but not limited to speed, torque, and load, and uses the data to control the engagement of the secondary stators 112. By selectively connecting or disconnecting the secondary stators 112, the motor 102 maintains optimal performance, adjusting the output power to match the load requirements efficiently. The system 100 improves efficiency by ensuring that only the necessary components are actively generating power at any given time. The dynamic control over the secondary stators 112 ensures that the motor 102 is not wasting energy by running unnecessary components, thus reducing energy consumption and operational costs. Additionally, the ability to disengage unused stators helps prevent wear and tear on components, potentially extending the motor's 102 lifespan and reducing maintenance needs.
In an embodiment, the plurality of sensors 118 comprises a speed sensor, a throttle position sensor, and/or a gear position sensor. The plurality of sensors 118 in a multi-rotor stator motor system 100, such as a speed sensor, throttle position sensor, and gear position sensor, play a crucial role in monitoring and controlling the motor's output. The speed sensor measures the rotational speed of the motor, providing real-time data that is used to optimize the motor's performance. The throttle position sensor monitors the input from the throttle, which controls the motor’s 102 power delivery, and the gear position sensor tracks the current gear setting, which affects the torque and speed outputs of the motor. The data from the sensors allows the motor control unit 116 to dynamically adjust the power delivery, ensuring that the motor operates at the most efficient and desired parameters at any given time. The working principle of the sensor-based control system involves continuous feedback from each sensor to the motor's control unit. As the motor's 102 load conditions change, such as varying throttle inputs or gear shifts, the control system adjusts the motor's output, either increasing or decreasing power, based on real-time sensor data. For instance, in case the speed sensor detects that motor 102 has exceeded a pre-defined speed threshold, the system 100 reduces the throttle or adjusts the gear ratio to maintain safe operating limits and prevent mechanical stress. Similarly, the gear position sensor allows for smoother gear transitions by adjusting the output in coordination with gear changes, improving overall performance and efficiency. By continually monitoring and adjusting parameters such as speed, throttle, and gear position, the motor is operated with higher efficiency and responsiveness to load changes. The above-mentioned setup offers significant advantages, including reduced energy consumption, smoother operation, better torque control, and increased system longevity.
In an embodiment, the motor control unit 116 is configured to compute a torque demand based on the inputs received from the plurality of sensors 118. The motor control unit 116 in a multi-rotor stator motor system 100 is responsible for computing the torque demand based on the sensor inputs received from the plurality of sensors 118. The data from key sensors, such as the speed sensor, throttle position sensor, and gear position sensor are processed to derive an accurate representation of the motor's operating conditions. The torque demand is calculated by considering various factors such as the current motor speed, throttle position, and the selected gear ratio. The computational process allows the motor control unit 116 to determine the exact amount of torque required to achieve the desired performance, ensuring optimal power delivery at all times. The method of computation involves real-time data acquisition and algorithmic processing. First, the speed sensor provides feedback on the current rotational speed of the motor. Next, the throttle position sensor informs the system of the driver's input, which indicates the desired power level. Simultaneously, the gear position sensor helps to assess the torque capabilities based on the current gear setting. The motor control unit 116 then applies a control algorithm that integrates the inputs, typically involving a model of the motor's 102 characteristics and performance limits, to calculate the torque demand. The result is a precise torque output that aligns with the system's operating conditions, responding to changes in speed, throttle, and gear without delay. By computing the torque demand based on multiple sensor inputs, motor control unit 116 ensures that the motor 102 delivers the right amount of torque at any given moment, adapting to changes in the system's 100 parameters. The primary advantage is enhanced efficiency and performance. With the torque demand dynamically adjusted to suit the motor's current conditions, power consumption is minimized, and mechanical stress is reduced.
In an embodiment, the motor control unit 116 is configured to compare the computed torque demand with a current torque value of the multi rotor-stator radial flux motor 102 and derive a torque deviation. The motor control unit 116 plays a vital role in controlling the output of a multi-rotor-stator radial flux motor 102 by continuously comparing the computed torque demand with the current torque value of the motor 102. The computed torque demand is derived from the inputs of various sensors (such as speed, throttle, and gear position sensors). The current torque value represents the actual torque being produced by the motor 102 at any given moment, which is typically measured using torque sensors or derived from motor characteristics (such as current and voltage). By comparing the two values, the motor control unit 116 identifies any deviation between the desired torque (demanded) and the actual torque (produced). Further, to carry out the comparison, the motor control unit 116 uses a feedback loop that continuously monitors the motor's 102 real-time performance. First, the torque demand based on sensor inputs is computed, and subsequently the actual torque output by the motor is measured using methods such as current sensing or estimating torque based on electrical parameters. The control unit 116 then calculates the torque deviation, which is the difference between the computed demand and the measured actual torque. The deviation is an essential metric that helps the system determine whether the motor 102 is performing as expected or if adjustments need to be made to the motor’s input (such as throttle or speed control). By calculating the torque deviation, the motor control unit 116 takes corrective actions to reduce or eliminate the deviation, thereby maintaining optimal motor performance. In case the deviation is large, the motor control unit 116 adjusts the throttle or modifies the motor's operating conditions to bring the actual torque closer to the demand. The closed-loop control mechanism improves the responsiveness of the motor, ensures that the motor operates at the desired performance levels, reduces energy waste, minimizes mechanical stress, and ultimately enhances system reliability and longevity.
In an embodiment, the motor control unit 116 is configured to identify a number of secondary stators 122, from the plurality of secondary stators 112, needs to be electrically connected and disconnected, based on the derived torque deviation. The motor control unit 116 in a multi-rotor-stator system dynamically manages the electrical connection of secondary stators 122 based on the torque deviation calculated from the comparison of computed and actual torque values. The secondary stators 108 are individually activated or deactivated to adjust the motor's output characteristics, such as power, efficiency, and torque distribution. Specifically, when the torque deviation exceeds a predetermined threshold, indicating a mismatch between the expected and actual torque performance, the motor control unit 116 determines the number of secondary stators 112 that need to be electrically connected or disconnected to optimize motor performance. The motor control unit 116 uses an adaptive control strategy. In case the torque deviation provides that the motor is underperforming or overloading, system 100 modifies the number of active secondary stators 112 by either connecting more stators (to increase power output) or disconnecting stators (to reduce excessive energy consumption or prevent overheating). The adjustment is done based on a set of predefined rules or algorithms that govern the response to torque deviation, considering factors such as motor efficiency, thermal limits, and desired performance levels. By dynamically adjusting the number of active secondary stators 112 based on torque deviation, the motor control unit 116 ensures that only the necessary components of the motor are operating at any given time. The excessive energy consumption and heat generation are reduced while maintaining the required torque output. The advantage includes more efficient use of energy, reduced wear and tear on the motor components, and the ability to maintain consistent and reliable performance under varying operational conditions.
In an embodiment, each switch of the plurality of switches 120 comprises a first terminal 122 and a second terminal 124, and wherein the first terminal 122 of the each switch is connected to the plurality of secondary stators 112 and the second terminal 124 of the each switch is connected to the motor control unit 116. Each switch in the plurality of switches 120 serves a key function in electrically connecting and disconnecting the secondary stators 112 to the motor control unit 116. The switches have two terminals namely, a first terminal 122 that is connected to the secondary stators 112 and a second terminal 124 connected to the motor control unit 116. The configuration allows the motor control unit 116 to selectively engage or disengage specific secondary stators 112 by controlling the switches 120. By selectively activating or deactivating the switches 120, the control unit 116 adjusts the number of stators contributing to the motor's 102 torque output, optimizing the motor’s 102 performance in real-time based on the torque deviation and other sensor inputs. The MCU 116 continuously monitors the torque deviation to indicate the motor performance. Based on the real-time data, the control unit 116 sends signals to the switches 120 to close or open the circuits. When switch 120 is closed (activated), the associated secondary stator 112 becomes electrically connected to the motor circuit, contributing additional power and torque to the system. In case the torque deviation suggests overheating, the motor control unit 116 opens the switch(s) 120, disconnecting the secondary stator 112 and reducing the load. The above-mentioned system allows for dynamic and responsive adjustments to the motor’s output, ensuring optimal performance under varying operating conditions. By selectively activating and deactivating secondary stators 112 based on torque demand, the motor control unit 116 ensures that the motor 102 only uses the necessary number of stators at any given moment, which optimizes power consumption and prevents excessive wear or overheating. The advantage is increased energy efficiency, as the motor 102 operates with fewer stators when full power is not required, reducing energy loss.
In an embodiment, the motor control unit 116 is configured to generate an instruction signal based on the identified number of secondary stators 122 and send the generated instruction signal to the plurality of switches 120 via the second terminal 126. The Motor Control Unit (MCU) 116 plays a crucial role in controlling the output of a multi-rotor, multi-stator motor system by adapting to the number of secondary stators 122 connected to the system. Specifically, on identifying the number of secondary stators, the MCU 116 generates an instruction signal to control the connected stators and adjust the motor's 102 output accordingly. The MCU 116 ensures that the motor’s 102 performance is optimized by adapting control strategies in real time based on the identified stator configuration. After the generation of the instruction signal is generated, the signal is transmitted through the second terminal 124 to the plurality of switches 120. The switches 120 act as electronic gates that modulate the power delivered to the various stators. The instruction signal instructs each switch to turn on or off at precise intervals, thus controlling the flow of current to the secondary stators 112 in a manner that maximizes torque, efficiency, and stability. The switching process ensures that each rotor receives the appropriate amount of power, and through synchronization, the system 100 achieves smooth operation. The MCU 116 also adjusts the timing of the signal to prevent any imbalance in the system 100, thereby enhancing overall motor 102 performance. By dynamically adjusting the instruction signal based on the number of stators, the system 100 efficiently manages power distribution across different rotor-stator configurations. The approach offers significant advantages, such as improved efficiency in variable load conditions, reduced energy consumption, and enhanced motor longevity.
In an embodiment, the motor control unit 116 is configured to electrically connect and disconnect at least one secondary stator 122 from the plurality of secondary stators 112. The motor control unit 116 is configured to manage the electrical connection and disconnection of the secondary stators 122 from the plurality of secondary stators 112 based on the motor’s 102 operational requirements. The motor control unit 116 continuously monitors sensor data, such as torque deviation, speed, and other performance metrics, to assess the motor operation. When an excess of torque deviation indicating underperformance or overload is detected, the motor control unit 116 selectively connects or disconnects one or more secondary stators to optimize motor output. The process involves switching the secondary stators 112 in and out of the circuit using the switches, ensuring that the motor 102 operates with the precise number of stators required at any given moment. The MCU 116 first assesses the current operating conditions of the motor 102 through real-time sensor feedback. The motor control unit 116 evaluates the torque demand based on sensor data and compares it to the actual torque output. In case of a deviation, the motor control unit 116 determines the necessary corrective action either to increase the number of active stators to meet a higher torque demand or reduce them to prevent overload or inefficiency. The motor control unit 116 sends electrical signals to the switches 120 associated with the secondary stators 112 to either connect or disconnect them from the motor circuit. When a secondary stator 112 is connected, the motor 102 contributes additional torque output, and when disconnected, the motor 102 reduces power consumption, preserving energy and maintaining efficiency. Consequently, the motor control unit 116 ensures that only the essential stators are active based on the system’s 100 performance requirements, which reduces unnecessary energy consumption and minimizes thermal load on the motor 102. The advantages of the above-mentioned system include improved energy efficiency, extended component lifespan, and better overall system performance.
In accordance with a second aspect, there is described a method of controlling output of a multi rotor-stator motor, the method comprises:
- receiving inputs from the plurality of sensors to a motor control unit;
- comparing computed torque demand with a current torque value of a multi rotor-stator radial flux motor and deriving a torque deviation via the motor control unit;
- identifying a number of secondary stators, from the plurality of secondary stators, based on the derived torque deviation via the motor control unit;
- generating an instruction signal based on the identified number of secondary stators and sending the generated instruction signal to the plurality of switches via the second terminal via the motor control unit; and
- electrically connecting and disconnecting at least one secondary stator from the plurality of secondary stators via the motor control unit.
Figure 2 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 receiving inputs from the plurality of sensors 118 to the motor control unit 116. At a step 204, the method 200 comprises comparing computed torque demand with a current torque value of a multi rotor-stator radial flux motor 102 and deriving a torque deviation via the motor control unit 116. At a step 206, the method 200 comprises identifying a number of secondary stators, from the plurality of secondary stators 112, based on the derived torque deviation via the motor control unit 116. At a step 208, the method 200 comprises generating an instruction signal based on the identified number of secondary stators and sending the generated instruction signal to the plurality of switches 120 via the second terminal 124 via the motor control unit 116. At a step 210, the method 200 comprises electrically connecting and disconnecting at least one secondary stator from the plurality of secondary stators 112 via the motor control unit 116.
In an embodiment, the method 200 comprises computing a torque demand based on the inputs received from the plurality of sensors 118.
In an embodiment, the method 200 comprises comparing the computed torque demand with a current torque value of the multi rotor-stator radial flux motor 102 and deriving a torque deviation via the motor control unit 116.
In an embodiment, the method 200 comprises identifying a number of secondary stators, from the plurality of secondary stators 112, needs to be electrically connected and disconnected, based on the derived torque deviation via the motor control unit 116.
In an embodiment, the method 200 comprises generating an instruction signal based on the identified number of secondary stators and sending the generated instruction signal to the plurality of switches 120 via the second terminal 124.
In an embodiment, the method 200 comprises electrically connecting and disconnecting at least one secondary stator from the plurality of secondary stators 112.
In an embodiment, the method 200 comprises computing a torque demand based on the inputs received from the plurality of sensors 118. Further, the method 200 comprises comparing the computed torque demand with a current torque value of the multi rotor-stator radial flux motor 102 and deriving a torque deviation via the motor control unit 116. Furthermore, the method 200 comprises identifying a number of secondary stators, from the plurality of secondary stators 112, needs to be electrically connected and disconnected, based on the derived torque deviation via the motor control unit 116. Furthermore, the method 200 comprises generating an instruction signal based on the identified number of secondary stators and sending the generated instruction signal to the plurality of switches 120 via the second terminal 124. Furthermore, the method 200 comprises electrically connecting and disconnecting at least one secondary stator from the plurality of secondary stators 112.
In an embodiment, the method 200 comprises receiving inputs from the plurality of sensors 118 to the motor control unit 116. Furthermore, the method 200 comprises comparing computed torque demand with a current torque value of a multi rotor-stator radial flux motor 102 and deriving a torque deviation via the motor control unit 116. Furthermore, the method 200 comprises identifying a number of secondary stators, from the plurality of secondary stators 112, based on the derived torque deviation via the motor control unit 116. Furthermore, the method 200 comprises generating an instruction signal based on the identified number of secondary stators and sending the generated instruction signal to the plurality of switches 120 via the second terminal 124 via the motor control unit 116. Furthermore, the method 200 comprises electrically connecting and disconnecting at least one secondary stator from the plurality of secondary stators 112 via the motor control unit 116.
Based on the above-mentioned embodiments, the present disclosure provides significant advantages of improved power efficiency, enhanced torque density, and greater control over the motor output. Consequently, the system results in more efficient energy usage, reduced heat generation, and the ability to dynamically adjust motor output for applications requiring variable power.
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, the system (100) comprises:
- a multi rotor-stator radial flux motor (102) comprising:
- a motor shaft (104);
- a primary rotor (106) and a plurality of secondary rotors (108), sequentially mounted on the motor shaft (104); and
- a primary stator (110) and a plurality of secondary stators (112), sequentially arranged on a motor housing (114);
- a motor control unit (116) communicably coupled with a plurality of sensors (118); and
- a plurality of switches (120) configured to establish an electrical connection between the motor control unit (116) and the multi rotor-stator radial flux motor (102),
wherein the motor control unit (116) is configured to electrically connect and disconnect the plurality of secondary stators (112) based on inputs received from the plurality of sensors (118).

2. The system (100) as claimed in claim 1, wherein the plurality of sensors (118) comprises a speed sensor, a throttle position sensor, and/or a gear position sensor.

3. The system (100) as claimed in claim 1, wherein the motor control unit (116) is configured to compute a torque demand based on the inputs received from the plurality of sensors (118).

4. The system (100) as claimed in claim 1, wherein the motor control unit (116) is configured to compare the computed torque demand with a current torque value of the multi rotor-stator radial flux motor (102) and derive a torque deviation.

5. The system (100) as claimed in claim 1, wherein the motor control unit (116) is configured to identify a number of secondary stators, from the plurality of secondary stators (112), needs to be electrically connected and disconnected, based on the derived torque deviation.

6. The system (100) as claimed in claim 1, wherein each switch from the plurality of switches (120) comprises a first terminal (122) and a second terminal (124), and wherein the first terminal (122) of the each switch is connected to the plurality of secondary stators (112) and the second terminal (124) is connected to the motor control unit (116).

7. The system (100) as claimed in claim 1, wherein the motor control unit (116) is configured to generate an instruction signal based on the identified number of secondary stators (122) and send the generated instruction signal to the plurality of switches (120) via the second terminal (124).

8. The system (100) as claimed in claim 1, wherein the motor control unit (116) is configured to electrically connect and disconnect at least one secondary stator (122) from the plurality of secondary stators (112).

9. A method (200) of controlling output of a multi rotor-stator motor, the method comprises:
- receiving inputs from the plurality of sensors (118) to a motor control unit (116);
- comparing a computed torque demand with a current torque value of a multi rotor-stator radial flux motor (102) and deriving a torque deviation via the motor control unit (116);
- identifying a number of secondary stators, from the plurality of secondary stators (112), based on the derived torque deviation via the motor control unit (116);
- generating an instruction signal based on the identified number of secondary stators and sending the generated instruction signal to the plurality of switches (120) via the second terminal (124); and
- electrically connecting and disconnecting at least one secondary stator from the plurality of secondary stators (112) via the motor control unit (116).