Start with a blacksmith shop.

Chapter 173 Verification Vehicle

The car's exterior design was based on a pre-designed model; just by looking at it, you can tell it's a rugged SUV.

The target audience is young, tough guys, but that doesn't mean all tough guys drive big cars. Some petite young women also like to drive big cars these days.

Since it's positioned as an SUV, four-wheel drive should be included; however, the nature of an electric vehicle means this SUV is only suitable as a city SUV.

With all the conditions laid out before him, the rest became much easier, and the vehicle's structure was thus determined.

It adopts a configuration of one motor at the front and two motors at the rear. The front motor is responsible for the rotation of two wheels on one axle, while the rear axle has one motor responsible for one wheel.

With the vehicle layout determined, another important direction to be determined is the type of electric motor suitable for electric vehicles.

There are two types of electric motors: induction motors and permanent magnet motors.

Both types of motors have their advantages and disadvantages. Let's start with induction motors. Electric vehicles commonly use AC asynchronous motors.

An electromagnetic torque is generated by the interaction between the rotating magnetic field formed after the stator winding and the magnetic field of the induced current in the rotor winding, which drives the rotor to rotate.

Simply put, we can consider it as the simplest Audi dual-diameter motor in terms of structure, consisting only of a stator and a rotor. Of course, the Audi dual-diameter motor is the simplest DC motor.

Permanent magnet motors are actually quite simple; they involve adding permanent magnets to the stator to further improve the motor's performance. This is the main difference between the two types of motors.

Induction motors are characterized by their simple structure, high reliability, easy cost control, and good high-speed performance, enabling them to accelerate from 0 to 100 km/h more quickly.

Permanent magnet motors, on the other hand, have advantages such as small size, light weight, which helps maintain a long driving range, good speed regulation performance, and high torque density, power density, and efficiency.

These two types of electric motors are opposites in some respects; for example, induction motors are not as good as permanent magnet motors in terms of size and weight.

Induction motors require efficient cooling systems, but permanent magnet motors do not.

However, permanent magnet motors are expensive, prone to demagnetization in environments with large temperature changes, and have poor reliability in complex environments such as high-level vibrations. These are also indisputable facts.

After understanding the advantages and disadvantages of the two types of motors, Li Zhenhua still chose the relatively reliable induction motor, which has fast acceleration from 0 to 100 km/h and good high-speed performance.

As for its low efficiency, is that still a problem after incorporating graphene-based wires? With its ultra-large capacity batteries, just go all out!

Does it require a highly efficient and complex cooling system? It still uses graphene. However, it doesn't have an advantage in terms of size and weight. Since it's designed for large SUVs, is size and weight really an issue?

With a research direction in mind, everything becomes much easier. Isn't it just a matter of upgrading this motor with a cheat code?

Once the shortcomings of this induction motor are addressed and upgraded, it will undoubtedly be the most suitable motor for the electric car he is about to create.

He then began researching this asynchronous AC motor, starting with the bearings, where he again chose his unique air bearing technology.

For the subsequent stator and rotor manufacturing, the selected winding enameled wire was a specially made graphene copper wire.

It seems that ever since he created graphene, it has become a universal additive, and graphene is added to every part of this car.

As he continued his research, he upgraded this induction motor and, of course, produced it.

There are two types of motors, one for the front axle and one for the rear axle. The front axle motor has a slightly higher power output than the single motor used in the rear axle, but the total power output is still less than the combined power output of the two rear axle motors.

The front axle has a power of 480kw, while the rear axle's single motor power reaches 320kw, and the total power of the rear axle is 640kw. The total power of the three motors reaches an astonishing 1120kw.

When he finally got the electric motor out of the three days ago, he was stunned. Why?

Saying kilowatts might not be intuitive enough, but 1280 kilowatts translates to over 1522 horsepower. Do you know how many horsepower the current Kyushu Type 99 main battle tank has? Around 1500 horsepower.

That's the power to power a tank weighing over fifty tons, and now he's achieved that with just three electric motors.

I won't go into the hardships involved, but the electric motor has once again led to the development of many new materials.

At this time, he was also thinking that it would be better to choose a dual-motor configuration for this car. The three-motor layout he had thought of at the beginning was indeed hasty.

In fact, such a configuration could be used on his dream car, which seems to bring him one step closer to Asurada.

The layout was changed again, and the car changed from the original three-motor layout back to a front and rear dual-motor layout.

The front axle motor was replaced with a 480kW motor, while the rear axle motor was replaced with a 320kW motor.

At this point, the car's total power was finally determined: 800 kilowatts, resulting in a final horsepower of 1087, which is an extremely monstrous figure.

With all these features in place, it's time to design the battery pack.

Ultimately, in order to enable the vehicle to achieve a range of 3500 kilometers even under extreme conditions, and combined with a well-designed electric motor, the battery pack was designed to have a capacity of 800 kWh.

In other words, this car he came out of, once fully charged, can travel 3500 kilometers, enough to get from the Beiping runway to the west.

After all these major systems were designed, his heart became completely numb the moment the graphene battery arrived.

No matter how outrageous the data was, it became commonplace in his eyes.

During this period, he not only sat in the virtual laboratory conducting research, but also dismantled all the electric vehicles he bought in reality.

No car was spared from being destroyed, and the one who had the most objection was none other than Liu Xiaodong, who had gone with him to buy the car.

This fat man saw so many new cars, and before he even had a chance to drive them around, he was on his way to the underworld. Who wouldn't feel sorry for him?

At his strong suggestion, Li Zhenhua added another task to his daytime work: assembling all the cars.

After these vehicles were reassembled, Liu Xiaodong used them as company cars and distributed them as a benefit to the company's middle and senior management.

This is the first time that cars have been provided to middle and senior management; previously, each person was given a top-of-the-line White Tiger 7.

Of course, the Stitched-together Gohe that Li Zhenhua used is still kept in his workshop.

His work in the virtual laboratory was now largely complete.

The remaining tasks include the car's interior and the addition of various human-machine systems.

So his next plan is to first create an electric motor and the corresponding batteries and other components in the real world.

He first used his old Volkswagen Santana as a test subject, modifying it from a gasoline car into an electric car.

This wasn't too difficult for him, but to be honest, his illness was quite serious.

You can just think about it. Who would go to the trouble of converting an old Volkswagen Santana from the last century into an electric car?

But this magical thing happened to him, a complete manifestation of having strength but nowhere to use it.

Starting with the manual preparation of graphene, they began working on components such as batteries and motors one by one.

Two months later, in the laboratory, he finally managed to produce all the parts used in the electric vehicle using the existing equipment.

Next, he set his sights on his Volkswagen Santana, and at this point, he once again entered the virtual laboratory to dismantle his old, secondhand Santana.

Looking at the Volkswagen Santana materialized in the laboratory, its rusted and rotten chassis left him speechless.

This was an unexpected situation. He had intended to modify the car, but this happened in the virtual lab. Fortunately, he hadn't touched the old car in reality.

Looking at the unusable car body and chassis, an even more fantastical idea sprouted in his mind.

The original Volkswagen Santana, with its 1.8L engine and 95 horsepower, could carry a load of 1.1 tons.

His current electric motor can provide 652 horsepower, which is 6.8 times that of the original. That means he can modify the car to weigh up to 7.48 tons.

Even conservatively estimating at 6 tons, he could easily modify this Volkswagen Santana to meet the standards of an armored vehicle.

What started as a spur-of-the-moment idea for an experimental battery and motor has grown bigger and bigger under his leadership.

Then all the new materials they had developed were brought to life before their eyes, and they selected the lightest and strongest one to use as the car's outer shell.

His imaginative idea led to a car with a 0.75mm thick titanium alloy shell, inside which were newly developed graphene composite bulletproof plates, each one centimeter thick.

The next layer inside is composed of carbon fiber and aramid fiber; layer upon layer of bulletproof material gradually forms the car's composite outer shell.

Furthermore, a liquid bulletproof material was created using non-Newtonian fluid theory and special materials to fill the gaps between these layers.

He removed the entire car body, which had an average thickness of three centimeters, with the thickest part, the door, reaching a terrifying fifteen centimeters.

He completely replaced the interior of the car, even the tires and rims were custom-made, and the entire vehicle weighed 5 tons.

Of course, the internal power system has been completely replaced with the battery and electric motor he developed, but the battery pack has sacrificed some of the trunk space.

And the lathe glass can no longer be called glass at this point, because it's not glass at all.

Instead, it is a transparent aluminum-magnesium alloy, which is much more reliable than bulletproof glass, and this transparent metal is five centimeters thick.

He finally managed to get the whole car out. From the outside, it looked exactly the same, but the inside was completely different.

No one would have guessed that this old car from the 1980s would contain a bulletproof electric vehicle.

The car, which originally weighed only 1.1 tons, now weighs 5 tons. As a result, the interior space has been reduced by 3 millimeters due to the thickness of the car body.

Looking at the extraordinary Volkswagen Santana displayed in the virtual lab, he suddenly kicked the car door.

(End of this chapter)