汽车专业机械毕业设计翻译外文翻译

1、集成式发动机辅助混合动力系统摘要本论文介绍了用于设计和开发Honda Insight发动机的技术方法，一种新的发动机辅助混合动力汽车，其总开发目标是在广泛的行驶条件下达到当今Civic消耗量的一半，实现35km/L（日本10-15模式），3.4L/km（98/69/EC）的消耗量。为了达到这个目标，加入了许多用于包装和集成发动机辅助系统以及改善发动机效率的新技术，开发了一种新的集成式发动机辅助混合动力发动机系统。这是结合了一种低空气阻力的新型轻稆车身开发的。环境性能目标也包括了低排放（日本2000年标准的一半，EU2000标准的一半），高效率和杨回收性。对消费的关键特性全面考虑，包括碰撞安全性

2、能，操纵性和运行特性。1 绪论为减小汽车对社会和环境的冲击要求其更干净并且能量效率更高更节能，空气质量更好。降低CO2排放问题作为全球环境焦点提出，解决这些问题的方法之一就是混合动力汽车。Honda已开发并向遍及全球的几大市场输入Insight，新一代车辆设计。 Insight将混合动力系与先进的车身技术特性相结合以符合取得实际的最高燃油经济性的总目标。混合动力系是发动机的辅助并联平行结构，把IMA叫做集成式发动机辅助。此动力系将把一个高效电动机与一个新型小排量VTEC发动机结合起来，很轻的铝车身，改良的空气动力学以实现3.4L/100km(CO2：80g/km)98/69/EC燃油

3、经济性。低排放性能也已达到EU排放水平为目标。除减速能的重用之外，集成式发动机在典型的市区行驶加速时提供大助力扭矩，显著地减小了发动机拜师，提高了发动机效率。接近56kW每吨的功率/质量比保证了稳定的爬坡能力和高速的常速行驶能力。新发动机技术包括促进高效快速的催化剂活性化的一种新VTEC（电子控制可变配气相位和气门升程）缸盖设计，促进稀薄燃烧能降低排放的新型稀NOx催化转化器，广泛的减摩及减重特色也用于其中。2 开发目标及开发理念开发目的在于达到极低燃油消耗量。我们定下的目标是当今产品Civic燃油经济性的两倍，Honda的典型高燃油经济性轿车7.0L/100km(93/116/EC)，因而I

4、nsight在世界汽油机轿车中拥有最低的燃油消耗量。排放性能由于低燃油消耗量的缘故而趋于牺牲，但是，我们仍决定配备其它大多数批量生产的汽车所具备的低排放性能，在回收性（另一重要环境问题），碰撞安全性能以及操纵性和造型等汽车的基本性能方面也有考虑。综上所述，我们的开发目标如下：世界最好燃油消耗性能超低排放超回收性全世界最高碰撞安全性能水平先进造型实用特色和操纵灵敏性舒适的带有个性使用空间的二座结构3 降低燃油消耗量的策略为了建立起取得低燃油消耗目标的技术途径，我们对一辆装配1.5L发动机听Civic基型车辆能量消耗进行细节分析。为取得低燃油消耗和其它上述目的，我们发现将目标效率如图形1所示粗略地

5、分为三部分是十分有用的。划分如下：发动机自身热效率的改善混合动力装置制动能量再生和怠速止挡应用降低重复和减小空气阻力和滚动阻力的车身技术图1. 两倍于CIVIC燃油经济性的目标我们开发这种新集成式发动机辅助动力系瞄准为21世纪汽车动力系建立一个基准。这种动力系适合于下一代汽车，同时达到了极低3.4L/100km极低的燃油消耗量和低废气排放性能。本篇论文对新开发的IMA系统作了报告，包括用于Honda Insight的稀燃发动机，电动机功率控制单元，蓄电池技术和废气排放控制技术。4 IMA系统的目的为达到目的世界最低燃油消耗量，在开发下一代IMA 混合动力系统时我们尽可能多地结合已取得的技术方法

6、。为达到这个目标，建立了以下四个系统开发主题：减速能量的再生发动机效率的改善怠速止挡系统运用动力系尺寸、重量的减小5 1系统结构图2. IMA 系统图 3IMA系统的发动机速度 (rpm)/输出特性曲线如图2所示，IMA系统以发动机作为主动力源，加速时用电动机作为辅助动力源。用电动机作为辅助动力源简化了整个系统并可采用轻型紧凑的发动机，蓄电池和功率控制单元（PCU）。在发动机与变速器间布置了一个永磁直流无电刷电动机，减速时为每个传动装置计算出减速比，PCU控制发电机发电（再生能量）对镍金属氢蓄电池充电，加速时由油门开度，发动机参数，蓄电池充电状态计算出辅助动力提供量（此后称辅助），PCU控制蓄

7、电池流向驱动马达的电流量。5. 2再生减速能量通过回收再生减速能量可在加速时补充发动机输出并减小油耗量。减小包括发动机摩擦损失在内的工作能量损失引起的阻力可增加可用的再生能，尤其是使发动机拜师减少到最小是减小摩擦的有效措施。降低发动机排量还有其它好处，例如减轻重量增加热效率。IMA系统通过优化发动机和变速箱参数有效地增加了减速时的再生能量。53减小发动机排量改善混合动力系燃油经济性中减小发动机排量是一个十分重要的因素。但是现代汽车须在广泛的动态范围内运行，减小排量就等于降低汽车的基本性能特征。如图3所示的输出特性曲线，利用电动机的大转矩性能特征IMA系统在低速范围内辅助发动机。电动机在低转速时

8、能将总转矩提高50%，IMA系统取得了快速重启和不可思议的平滑启动成果。高转速范围时用电子控制可变配气相位和气门升程发动机提高输出。因此保证了足够的峰值功率，便可用一个新的1.0L小排量发动机。54稀燃发动机运行基于节气门开度，以电动机辅助，创造出十分线性的转矩特性，由此改善了操纵灵活性。除此之外，电动机辅助在中载条件下可扩大稀燃运行范围，显出了新开发稀烯发动机的潜力。55怠速止推系统制动时停止发动机而不是怠速空转也是减小消耗量的有效措施。如图4所示，为了以最小消耗量重启发动机，发动机须在打火前通过集成式发动机快速转到600rpm或更高的的转速。加上发动机停止运行空转省油，可以使消耗量最小。在

9、执行怠速止挡时须注意许多问题，包括判断驾驶者停车趋向，重启准备，提供减速平滑感，发动机停止时最小化车身振动。Figure 4.Time (sec) The number of cranking in the engine start图4 起动电机的转矩5 电动机辅助机构6 1开发目标通过限速IMA电动机功能在阻力和再生两方面，确立的开发主题以取得以下两点：简单紧凑结构系统重量不大于整车质量的10%62直流无电刷电动机薄且紧凑的直流无电刷电动机具有发动机辅助和能源再生功能安装在曲轴上（图5），加速时辅助电动机是减小消耗量的十分有效的措施。这是一种高效、紧凑、轻型、永磁型三相同步电动机，最大输出功

10、率为10kW。除了开发技术以减轻重量、提高效率之外，我们也尽可能把电动机做得最薄以获得紧凑的动力系。熔模铸造法用于转子，靠安装在曲轴上的弯曲而旋转。与正常铸造产品相比取得了高强度更轻的重量。转子磁铁方面，对HONDA EV PLUS的烧结钕磁铁作了进一步的改良，扭转强度提高了近90%，热阻也得到改良。这种设计也使电动机无需冷却系统。发明了一种有凸极集中绕组的可拆式定子结构并用于减小电动机的轴向宽度。比传统波形绕法，如图6所示。除此之外，从铜极引出的集中配电母线卡环可用于向定子两端线圈供电的线束固定，这使结构变得极简单紧凑。这些改良得到了一个厚度仅60mm的极薄电动机，与传统技术相比在厚度减小了

11、40%。图5 电机剖面图Wave winding Salient pole winding图6 绕阻比较图7 电机的剖视图63镍金属氢蓄电池镍金属氢蓄电池用于存储和为电动机辅助提供电力。这是一种先进的蓄电池，它安装于HONDA EV PLUS电动汽车上，已经在高能蓄电池中取得了成就。这种混合动力汽车蓄电池以稳定输出为特色，而不管蓄电池充电状态如何，且在应用中十分耐用。蓄电池是20个模块的集成结构，每个模块包括以网格状串联的6个D型单电池，这120个1.2V的单电池全部以串联方式联结形成了总电池容量为144V的容量。64功率控制单元（PCU）PCU精确控制电动机辅助/再生并向12V动力源提供动力

12、，它具备内置冷却功能。这就使其有一轻型，有效紧凑的结构。使用高效率冷却肋片和镁冷却套集成的购销风冷系统使重量显著减轻。驱动马达的变压器是PCU内部最重要的元件，将开关元件集成为郑重三相交流的单独模块，而在EV PLUS上都是分立的。驱动电路最小分并以高密度集成为IC。这些改良不仅使重量显著减轻，也改变了功率转化效率，更好的是，采用高效相控驱动电动机降低了发热量，使其可以用轻型简单的风冷系统。Figure 8.Inverter Cut view of PCU Heat Sink case图8 7发动机71开发目标为了在广泛的工况下获得低油耗以下四点作为开发主题：热效率改善减小机械损失（与传统设计

13、相比小10%）减小尺寸和降低重量（同类产品中最轻）EU2000标准的一半72发动机总观及其规格发动机规格如表格1所示，其主要新特色和他们的目的如表格2所示。首先，配备IMA系统的汽车以接近1000cm3的排量为最佳，因此选择了3缸发动机以使燃烧室的面容比最小，并减小机械损失。73油耗由于在低转速时电动机辅助加强和VTEC发动机充足的峰值输出功率使得在电动机辅助动力系中可以大大地减小发动机排量。这款发动机的一个重要特色是通过稀燃技术而有显著的改善的燃烧率。采用了包括进气涡流口新气缸内强化涡流技术以达到这点，通过改良指示效率而获得的紧凑燃烧室和高压缩比对其也有帮助。这导致了与传统稀燃发动机相比更短

14、的燃烧时间，在更高的空燃比下使其在更稀的范围内燃烧，显著地降低了油耗。这种强涡进气口和紧凑的燃烧室结果是在传统VTEC稀燃技术上的革新。传统VTEC发动机中，涡流是靠在低速工况下关闭一个进气阀门产生的，然而在新发动机中进气阀和进气口被排式竖直结构以在可燃物流向气缸时产生强涡流。传统VTEC结构中进排气摇臂各由独立的摇臂轴支撑，如图10所示，新VTEC机构将其合成一根单独的摇臂轴，显著地减小了尺寸，还将气门角从460减小为300，容许强旋涡形气门及更紧凑的燃烧室。图9 发动机的侧视图图10 气缸的剖面图74减小机械损失除了改良指示热效率，减小机械损失对改善燃油经济性也很重要，为了达到这个目标，采

15、用了以下低磨擦技术：同轴滚子VTEC机构活塞微波纹处理偏置气缸结构低张力活塞环连杆渗碳同轴滚子VTEC结构Honda S2000（大功率跑车发动机）技术向单凸轮轴VTEC机构的改进。通过凸轮轴上的摇臂滑动区域使用滚针轴承可将凸轮轴驱动机构损失减小70%。另外，将VTEC开关活塞加入滚针轴承内轴同时减小了尺寸与重量。图11 VTEC滚子剖面图活塞微波纹处理由创造微波表面的活塞裙部处理组成，它提高了油膜抑制性能，使用低摩擦损失机油时将减小近30%的摩擦，这些功效开发了 标准相符的0W-20级低粘度油，其摩擦减小效用是发动机马达试验测量的，测试结果如图12所示。现今发动机技术中，HTTS处于极限摩擦

16、值进精度为7.5Mpa，同先进低摩擦发动机结合应用，极限值比当今的发动机低得多。如图13所示，低摩擦技术大大地减小了发动机的总摩擦力。总的来说，与传统1.0L发动机相比降低了10%以上。图12 摩擦减小中的极限图13 发动机摩擦75减小重量总观了发动机中几乎所有零件结构和材料，带着创造世界1.0L产品中最轻的发动机目的，减轻重量甚至延伸到了骨架式结构技术和材料技术领域，如用于S2000的连杆渗碳。表面强化处理大大加快了发动机的营运速度，我们以此为IMA发动机制造出更细的连杆，与传统连杆相比重量减轻了近30%。图14 磁性油底壳大多数油底壳是用钢板或铝合金制造，传统的镁材料已经有高温机油承受能力

17、的问题，与传统材料相比，能在1200C以上温度承受显著落差的蠕变强度，我们开发的新型铝制的底壳（图14）能承受高达1500C的蠕变强度。油底壳用有铝制垫片的钢制螺栓固定以防止电蚀。此油底壳经铝制的轻35%，在重量的减轻是与两金属比质量相比的 为进一步扩大塑制零件的应用，塑制材料在进气歧管、缸罩、水泵、皮带轮等进气系统零件中得到采用，这些变化使发动机自重小于60kg是世界1.0L产品中最小的。76废气排放性能本发动机采用能同时达到稀燃和低排放的技术，显著地降低了NOx排量，排气系统发动机后置改善服燃烧（图15）。除此之外，将排气歧管集成在缸盖上，新开发了一种能在稀燃工况时吸收NOx的催化剂，能降

18、低NOx排放。Figure 15. Section view of emission system图15 排放系统的剖面图761集成排气歧管和缸盖传统缸盖每个气缸独立的排气门，在缸盖上再安装一排气歧管将这些排气门合起来。如图16所示，Insight缸盖有内置的排气门合并的结构，大大地减轻了重量。小小的热辐射表面减小了废气热损失，使催化过程更早进行。图16 气缸盖主视图762稀NOX催化剂Insight催化系统包含了NOX吸附材料的三元催化转化器，如图17所示。Figure 17. Exhaust gas purification mechanism图17 废气净化装置在稀燃工况下，废气中的NO

19、X被催化剂吸附。传统三元催化在稀燃工况下，能小量降低NOX，把大部分HC、CO氧化成CO2和H2O。由于废气中有大量的氧，所以相对少地降低NOX，大部分NOX都存储于吸附材料表面。在理论空燃比和更高时，废气被阻挡，利用HC和CO作为还原剂将吸附的NOX还原为氮，同时吸附过程也在进行。因此，利用有NOX吸附作用的三元催化器可有效地降低NOX、HC和CO。此催化剂在稀燃和理论配比工期况下表现出良好的转化性能，在NOX吸附量满载前有必要再生大气。稀燃时催化剂直接吸收NOX，在理论配比时将NOX还原为无害的氮排出，此催化剂以稀燃工况直接吸附NOX于表面为特征，而不是作为化合物吸附于表面内，方便了减小转

20、化，提供了更高的高温承受能力。此催化器将稀燃工况下的NOX排量降低了传统的1/10。值得一提的是其吸附转化性能对燃料中硫含量十分敏感，因为硫会与NOX争夺吸附空间。传统催化器在稀燃运行时基本没有降低NOX排量，因此需减小稀燃范围以降低NOX排量。此催化剂确保了稀燃工况下改善燃油经济性，达到了EU2000标准，是遵守世界排放标准的高效稀燃发动机。7 结论本论文总观了新开发电动机辅助混合动力系，对其各元件及效率与排放性能作了描述。此动力系同时满足了极低油耗和低排放，达到了轻型紧凑的质量，我们相信此系统能推动21世纪的汽车技术。Development of Integrated Motor Assi

21、st Hybrid System: Development of the Insight, a Personal Hybrid Coupe Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio YamamotoHonda R&D Co.,Ltd.Copyright ©2000 Society of Automotive Engineers, Inc.ABSTRACT This paper presents the technical approach used to design

22、 and develop the powerplant for the Honda Insight, a new motor assist hybrid vehicle with an overall development objective of just half the fuel consumption of the current Civic over a wide range of driving conditions. Fuel consumption of 35km/L (Japanese 10-15 mode), and 3.4L/100km (98/69/EC) was r

23、ealized. To achieve this, a new Integrated Motor Assist (IMA) hybrid power plant system was developed, incorporating many new technologies for packaging and integrating the motor assist system and for improving engine thermal efficiency. This was developed in combination with a new lightweight alumi

24、num body with low aerodynamic resistance. Environmental performance goals also included the simultaneous achievement of low emissions (half the Japanese year 2000 standards, and half the EU2000 standards), high efficiency, and recyclability. Full consideration was also given to key consumer attribut

25、es, including crash safety performance, handling, and driving performance.1. INTRODUCTION To reduce the automobiles impact on society and the environment requires that it be increasingly cleaner and more energy efficient. The issues of energy conservation, ambient air quality, and reduction in CO2 e

26、missions are increasing raised as global environmental concerns. One solution for dealing with these issues is the hybrid automobile. Honda has developed and introduced to several major markets worldwide the Insight, a new generation of vehicle design. The Insight combines a hybrid power train with

27、advanced body technology features to meet an overall goal of achieving the highest fuel economy practical.The hybrid power train is a motor assist parallel configuration, termed IMA for Integrated Motor Assist. This power train combines a highly efficient electric motor with a new small displacement

28、 VTEC engine, a lightweight aluminum body, and improved aerodynamics to realize 3.4L/100km (CO2:80g/km) on 98/69/EC fuel economy. Low emissions performance was also targeted with emission levels achieving the EU2000. In addition to recapturing deceleration energy, the integrated motor provides high

29、torque assist during typical urban driving accelerations. This allows a significant reduction in engine displacement and higher engine efficiency. Sustained hill climbing performance and high speed cruising capability are assured by a power-toweight ratio of approximately 56kW per metric ton. New en

30、gine technology includes the application of a new VTEC (Variable valve Timing and valve lift, Electronic Control) cylinder head design promoting high efficiency and fast catalyst activation, and a new lean NOx catalyst system which promotes lean burn combustion and a reduction in emissions. Extensiv

31、e friction and weight reducing features are also applied. 2. DEVELOPMENT TARGETS AND CONCEPT Development was aimed at the achievement of extremely low fuel consumption. We set a target of twice the fuel economy of the current production Civic, Hondas representative high fuel economy car at 7.0 L/100

32、km (93/116/ EC). As a result, the Insight has the lowest fuel consumption in the world, among gasoline passenger cars.Exhaust emission performance often tends to be sacrificed for the sake of low fuel consumption. However, we also decided to match the low emissions performance achieved by other mass

33、 production cars. Consideration was also given to recyclability (another important environmental issue), crash safety performance, and the basic car characteristics including handling and styling.Summarizing the above, our development targets were as follows: · The best fuel consumption perform

34、ance in the world · Ultra-low exhaust emissions · Superior recyclability· The world's highest level of crash safety performance · Advanced styling· Practical features and responsive handling · Comfortable two-seat configuration with personal utility space 3. POLICIE

35、S FOR FUEL CONSUMPTION REDUCTION In order to establish the technical approach for achieving the fuel consumption target, we conducted a detailed analysis of the energy consumption of the base car, a Civic equipped with a 1.5 liter engine. We found that it was useful to divide the targeted efficiency

36、 gains roughly into thirds, as shown in Fig. 1, in order to achieve the low fuel consumption and numerous other above-mentioned goals. These divisions are as follows. · Improvement of the heat efficiency of the engine itself · Recovery of braking energy and employment of idle stop using a

37、hybrid power plant · Car body technologies including reduction of weight and reduced aerodynamic and rolling resistance. Figure 1. Target of double the fuel economy of CIVICAiming to establish a benchmark for 21st century automobile power trains, we developed this new Integrated Motor Assist po

38、wer train. This power train simultaneously achieves both extremely low fuel consumption of 3.4L/100km, and low exhaust gas emission performance, befitting a next-generation car. This paper reports on the newly developed IMA system, including the lean burn engine, electric motor, power control unit,

39、battery technology, and exhaust emission control technology used in the "Honda Insight". 4. AIM OF THE IMA SYSTEM While developing this next-generation IMA hybrid system, we incorporated as many currently achievable technologies and techniques as possible, in order to achieve the "wor

40、ld's lowest fuel consumption".The following four system development themes were established in order to meet this target.1. Recovery of deceleration energy 2. Improvement of the efficiency of the engine 3. Use of idle stop system 4. Reduction of power train size and weight 5. OVERVIEW OF TH

41、E IMA SYSTEM 5.1. SYSTEM CONFIGURATION As shown in Fig. 2, the IMA system uses the engine as the main power source and an electric motor as an auxiliary power source when accelerating. Using a motor as an auxiliary power source simplifies the overall system and makes it possible to use a compact and

42、 lightweight motor, battery, and power control unit (PCU).Figure 2. IMA SystemA permanent magnet DC brushless motor is located between the engine and the transmission. When decelerating, the rate of deceleration is calculated for each gear and the PCU controls the motor to generate electricity (reco

43、ver energy), which charges a nickel-metal hydride battery. When accelerating, the amount of auxiliary power provided (hereafter called "assist") is calculated from the throttle opening, engine parameters, and battery state of charge. The PCU controls the amount of current flowing from the

44、battery to the drive motor 5.2. RECOVERY OF DECELERATION ENERGY Recovering deceleration energy through regeneration makes it possible to supplement the engines output during acceleration and reduce the amount of fuel consumed. Reducing resistance due to running losses, including engine frictional lo

45、sses, increases the available energy for regeneration. In particular, minimizing the engine displacement is an effective means of reducing friction. Engine displacement reduction also has several other benefits, such as weight reduction and increased thermal efficiency. The IMA system effectively in

46、creases the amount of regeneration during deceleration by optimizing the engine and transmission specifications.5.3. REDUCTION OF ENGINE DISPLACEMENT Reducing engine displacement is a very important factor in improving fuel economy of a hybrid drive train. However, modern automobiles have to perform

47、 over a wide dynamic range. Reducing the displacement is equivalent to lowering the basic performance characteristics of the car. As shown in the output characteristics graph in Fig. 3, the IMA system assists the engine in the low rpm range by utilizing the hightorque performance characteristic of e

48、lectric motors. The motor can increase overall toruque by over 50% in the lower rpm range used in normal driving. Output in the high rpm range is increased by using a Variable valve Timing and valve lift Electronic Control (VTEC) engine. Thus sufficient peak power is assured and makes it possible to

49、 use a new, small displacement 1.0 liter engine.Figure 3.Engine speed (rpm) Output performance of IMA SYSTEMAssist from the electric motor while accelerating is a very efficient means of reducing the amount of fuel consumed. 5.4. ACHIEVING LEAN BURN ENGINE OPERATION Assist from the electric motor, b

50、ased upon the throttle opening, creates quite linear torque characteristics. This, in turn, improves driveability. In addition, motor assist is also provided under moderate load conditions to broaden the lean-burn operating range, bringing out the full potential of the newly developed lean burn engi

51、ne. 5.5. IDLE STOP SYSTEM Stopping the engine rather than idling at stops is also an effective means for reducing fuel consumption. In order to restart the engine with the minimum amount of fuel consumption, the engine is quickly cranked to 600 rpm or more by the hightorque integrated motor before i

52、gnition occurs, as shown in Fig. 4. This makes it possible to minimize the amount of fuel consumed, in addition to the fuel saved by not running the engine at idle. There are many issues to be considered when performing idle stop. These include judging the driver's intent to stop, preparing for

53、the restart, providing a smooth feeling of deceleration, and minimizing vibration of the car body when the engine stops.Figure 4.Time (sec) The number of cranking in the engine startThis IMA system results in the achievement of both very quick restarts and exceptionally smooth starts.6. MOTOR ASSIST

54、 MECHANISM 6.1. DEVELOPMENT OBJECTIVES By limiting the IMA motor functions to assistance and regeneration, development themes were established to achieve the following two points. 1. A simple and compact structure 2. A system weight of 10% (80 kg) or less of the completed car weight6.2. THIN PROFILE

55、 DC BRUSHLESS MOTOR A thin and compact DC brushless motor with engine assist and energy regeneration functions was coupled to the engine crank-shaft (Fig. 5).Figure 5. Section view of MotorThis is a high efficiency, compact, and lightweight permanent magnet-type three-phase synchronous electric moto

56、r with a maximum output of 10 kW. In addition to developing technologies to reduce the weight and increase efficiency, we also aimed to make the motor as thin as possible in order to achieve a compact power train. Lost wax precision casting process was used for the rotor, rotating by bending coupled

57、 to the crankshaft. This achieves high strength and lighter weight (approximately -20%) compared with normal cast products. For the rotor magnets, further improvements were made to the neodymium-sintered magnets used in the HONDA EV PLUS, realizing approximately 8% greater torque density and improve

58、d heat resistance. This design also results in a motor structure that does not require a cooling system. A split stator structure with salient pole centralized windings was developed and used to reduce the motor axial width. A split stator was adopted to drive the rotor. This makes it possible to us

59、e the salient pole centralized windings, which are both more compact and efficient than the conventional coil wave winding method, as shown in Fig. 6. In addition, centralized distribution bus rings (Fig. 7) formed from copper sheets were used for the harness that supplies electricity to the coils on both sides