If Mazda can make one. The car company asked for and got a patent for a hybrid racing car that can turn. The basic idea is the same as in earlier versions: A combustion engine. An electric drive motor behind the machine. Two motors to drive both front wheels. But rotating engines are talked about little in old writings. This one says so, and it also uses a unique dual-voltage battery system that, according to Mazda, lets it have high peak power rates while weighing less. The patent request, made in June 2021, was granted in the United States on Tuesday, May 9. Suppose you’ve read any of our other articles about Mazda’s many patents for hybrid sports cars. In that case, you already know this arrangement is getting much attention. Even though other papers say that the two front motors will be attached to the frame and drive the front wheels through more conventional stub axles, the two motors, in this case, are in the wheel hubs. Even though the rotary engine is the main focus of this paper, some essential parts of the hybrid system need to be discussed first. This is because Mazda hasn’t said anything about it. It specifies that the front of the vehicle houses the rotary engine. The only other detail provided is the total number of blades. As with other papers we’ve seen, the details of the hybrid system are written out in great depth. The vehicle’s front wheels are powered by a pair of 17 kW (23 ph.) induction motors, while the rear engine is powered by a single 25 kW (36 hp) permanent magnet synchronous motor. At the very least, this strange mix of electric motors will make the car more attractive. The 82-hp system compares and contrasts induction motors and PMSM machines because they provide power in slightly different ways. As you might expect from the company that makes the MX-5, Mazda immediately answers any concerns about the weight of a hybrid powertrain. First, you should know that in-wheel hub motors can be insignificant. Even though induction motors are heavier, PMSM motors are sold widely, have a power output of about 17kW, and can weigh as little as 6 pounds. It also talks about how much the battery weighs. I’ve never seen anything like Mazda’s variable-voltage setup. It uses four 48-volt modules placed in a pack behind the driver’s seat. When in cruise mode, these devices may send a current and power to the wheels about the same as an average 48-volt battery. When peak power is needed, the system quickly switches two sets of battery cells to work in series at 96 volts with the help of MOSFET electrical switches. So, peak power can be made with less current, fewer high-voltage connections, and fewer power devices. The maker says that this makes the weight go down. Even though this method may seem complicated, keep in mind that avoiding high voltages saves money, makes power electronics lighter, and makes putting them together and fixing them much safer. As the patent admits, anything less than 60 volts usually doesn’t have enough power to send electricity through a person. Because of this, the hybrid system will be safer and easy to keep up with. As was already said, there’s a lot of smoke regarding trademarks. The next Miata, as we all know, will be a hybrid. We already know that Mazda plans to make a car like the RX Vision idea. God help us; it’s still working on rotary engines, even if we only see them in clean range extenders that use a series hybrid design. Something big and significant will likely happen at this point, which could have a considerable effect.
