Mazda has revealed much about a possible hybrid sports car in USPTO filings. A stunning Japanese patent suggests the car firm is working on an electric roadster. A hybrid drive system for a rotary-powered “one-row seat vehicle” comprises a bank of swappable batteries behind the driver. Mazda claims it’s an exciting technology that might make the car drive farther while staying light. The document was first filed in June 2021. It was recently granted a patent; at least one study explains a comparable procedure. More knowledge this time. The system heart is a hybrid drivetrain. It has an engine and three electric motors. If this sounds familiar, you’ve read my Mazda invention posts. The 25 kW (34 horsepower) permanent magnet motor is behind the engine. Both front wheels now have 17 kW (28 hp) induction motors. Four low-voltage battery cells power them. I was mostly right. The older invention’s low voltage for cars was unclear. The modules are safe for industrial employees and end users because 60V of electrical potential is usually insufficient to travel through a person. Mazda says “workers” will do this, but it’s paper states their technology “makes battery replacement easy, so the problem of cruising distance can be solved.” Unless a Mazda employee rides a shotgun, a “worker” won’t do this once the car is sold. Destroy the mood. Most often, 2P 2S wires connect these devices. Two parallel-wired units would be connected in series. However, the MOSFETs that finish parallel and series connections make the nominal voltage changeable. The patent allows 48V–96V. The analysis suggests that the inverter or other power equipment might enhance this voltage at least three times. The motor may travel quicker despite the small battery. Toyota has been doing this for years with several of its hybrid systems, which is intriguing. Even my homemade go-kart tried it. It works. Due to their size and frequent movement, modules need more power. High voltages are difficult to achieve with a small number of cells without a boost converter, which increases electrical potential but decreases current. Mazda says two modules will stay in the automobile permanently, while the other two can be removed and replaced. Thus, eliminating all batteries won’t make this car an internal combustion racer. Mazda doesn’t specify battery volume. Previous research found 3.7-kilowatt hours, or 925 watt hours per module, which is plausible. Cell type and container cooling affect module weight. The 2-kWh 48V module in my go-kart weighs 26 pounds so the Japanese builder may be looking at a module weight of 15 pounds for a total pack weight of 60 pounds. This would be the first user-changeable device. This paper proposes a strange idea, yet it makes sense for fun driving. Mazda’s EV plan is complicated. I wish to repeat this idea. Try something insane. Permanent magnet electric motors produce the same power. After being hit, most EVs get a brief power boost that fades at high speeds. Mazda is going beyond hybrids, which are more potent than EVs because they employ gas and electricity. This automobile has two electric motor types. Each uses power differently. According to this, it will feature the most thrilling and dynamic power curve we’ve seen. This car can’t generally deliver power to the earth. Very intriguing. We’ve never driven a Mazda using this system. That’s great.
