2194results about "Electric machines" patented technology

The present disclosure provides a sealing device and an in-wheel motor including the sealing device. The in-wheel motor includes a stator, a rotor rotatably disposed with respect to the stator, an annular inner seal connected to the stator and spaced apart from the rotor by a predetermined gap so as to be disposed between the stator and the rotor, and an annular slinger coupled to an end portion of the rotor, wherein the annular inner seal seals between the slinger and the in-wheel motor.

An embodiment floor structure for an electric vehicle includes a floor panel connected to a pair of side sills respectively disposed along a front-to-back direction of a vehicle body on a left side and a right side of the vehicle body, each of the side sills including a sill inner member and a sill outer member connected together, a pair of reinforcement members disposed on an inside of each side sill along the front-to-back direction of the vehicle body, and a fastening device engaged to the sill inner member of one of the side sills and to the reinforcement member on a same side of the vehicle body as the one of the side sills.

Methods and systems are provided for operating an electric motor including multiple rotor and stator sections. In one example, a system may include the multiple rotor sections configured to be mechanically coupled and decoupled from each other concurrently with multiple stator sections configured to be electrically coupled and decoupled from each other, within certain regimes of operation of the electric motor.

A vehicle drive system includes a motor that has a cylindrical stator and a cylindrical rotor provided in the stator to be coaxially rotatable with a center axis of the stator and drives a front wheel of a vehicle by rotation of the rotor. The rotor has a cage section and a permanent magnet section provided on an inner circumferential side of the cage section and formed of a rare earth magnet. The vehicle drive system further includes a controller that executes a synchronous operation mode when a temperature of the permanent magnet section is lower than a predetermined temperature, and executes an asynchronous operation mode when the temperature of the permanent magnet section is equal to or higher than the predetermined temperature. In the synchronous operation mode, the rotor is rotated by using a magnetic force of the permanent magnet section.

The invention discloses an axial magnetic flux motor which comprises a rotor assembly and a cooling assembly. The cooling assembly is arranged between the two rotor discs of the rotor assembly in the axial direction; a cooling air channel penetrating in the radial direction is formed in the cooling assembly, rotor air channels penetrating in the radial direction are formed in the sides, facing the cooling assembly, of the two rotor discs, and the cooling air channel is correspondingly communicated with the rotor air channels arranged on the two sides in the axial direction to form two circulating air channels. And high-temperature airflow in the rotor air duct and cooling airflow in the cooling air duct realize continuous convection and circulating heat exchange through the circulating air duct. Through a double-air-path circulating cooling structure, the rotor assembly is subjected to air-cooling heat dissipation, heat generated in the operation process of the rotor assembly is efficiently taken away, the working temperature of the rotor assembly is reduced, the risk of permanent magnet demagnetization caused by high temperature can be restrained, the stability of the output torque of the motor and continuous improvement of the operation efficiency are ensured, and the service life of the motor is prolonged. And the problem of performance degradation caused by temperature rise is avoided, so that the working reliability of the axial magnetic flux motor is improved.

A vehicle control method and apparatus, and a storage medium, which belong to the technical field of vehicle control. The method comprises: in response to the fault level being a target level and a first detection result indicating that an engine and an ISG are in a series operation mode, setting a target charging power of a traction battery to be 0, and performing rotational speed closed-loop control on the ISG by using a first rotational speed as a target rotational speed; in response to an actual torque of the engine being less than 0 and the current of a direct-current bus being less than a current threshold value, controlling the traction battery to disconnect from a high-voltage loop, performing rotational speed closed-loop control on the engine, and performing voltage closed-loop control on the ISG; and supplying power to a traction motor (TM) by means of the ISG. Therefore, the stability of the voltage of a direct-current bus can still be ensured when a traction battery is disconnected, thereby ensuring that a TM can still stably drive a vehicle to safely travel when the traction battery has a fault.

A battery replacement device for vehicles includes a battery module, a first floating structure and a fixing device, the fixing device is used to fix the battery module on the longitudinal beam of the vehicle, the fixing device includes a fixing substrate, the first floating structure is provided between the battery module and the fixing substrate, and the first floating structure is used to alleviate a vibration amplitude of the battery module.

A method for controlling torque generated by at least one traction motor of a vehicle before a vehicle launch includes: determining that torque demand increases while simultaneously at least one brake of the vehicle is in an applied state; in dependence on the determination, limiting torque generation by the traction motor in response to torque demand; and removing the limit in dependence on release of the at least one brake.

The application relates to a high-cobalt rare earth permanent magnet material and a preparation method thereof, and belongs to the technical field of rare earth permanent magnet materials. The high-cobalt rare earth permanent magnet material comprises the following components in percentage by mass: RE a Co b M c TM e Fe 100‑a‑b‑c‑d B d , 28<=a<=35, 15<=b<=30, 0.5<=c<=1.2, 0.95<=d<=1.2, 0.2<=e<=3; RE is one or a combination of Pr, Nd, La, Ce, Y, Gd, Tb, Dy and Ho; M is one or a combination of Cu and Al; TM is one or a combination of Cr, Nb, Zr, Ga, Ti, Zn, V, Mo and Mn; the microstructure comprises a main phase and a grain boundary phase, the Co-rich phase in the grain boundary phase accounts for less than or equal to 5% of the total volume fraction of the grain boundary phase; and the Co:M mass percentage in the Co-rich phase is 5:1-100:1. The microstructure of the magnet can be optimized, and the coercivity of the magnet is improved.

An embodiment is a control method for cooling a battery, the control method including in response to a destination being input to a navigation, determining estimated high-load driving timing of the battery based on estimated driving information of a vehicle, and in response to a determination that a temperature difference between the actual temperature of the battery and a reference temperature before the estimated high-load driving timing is lower than or equal to a precooling operating value, precooling the battery until an actual temperature of the battery reaches a target temperature by controlling an operation of each component of a battery cooling system.

This invention relates to the field of retarder technology, and more particularly to a hydraulic retarder. The hydraulic retarder includes a housing, a rotor shaft, a stator, a rotor, and a flow disruptor. The housing has a cavity, and the rotor shaft rotatably passes through the cavity, with a drive gear at one end extending out of the cavity. An external splined gear is located at the end of the rotor shaft within the cavity. The stator is fixedly mounted on the housing and fitted onto the rotor shaft, with the stator blades sealingly extending into the cavity. The rotor is located within the cavity and meshes with the external splined gear for transmission. The rotor is rotatably fitted onto the stator, and the rotor blades are fixedly clearance-fitted with the stator blades to form a working chamber. The flow disruptor is retractably positioned within the fixed gap between the stator and the rotor. The flow disruptor extends into the working chamber after the hydraulic retarder exits operation or exits the working chamber when the hydraulic retarder enters operation. This shortens the response time for entering and exiting operation, and reduces the no-load loss of the hydraulic retarder through the flow disruptor.

A torque control system for a drive system of an electric vehicle includes a controller that generates a front-wheel torque command and a rear-wheel torque command having torque values distributed from required torque for vehicle driving, a front-wheel motor, wherein operation of the front-wheel motor is controlled according to the front-wheel torque command, and a rear-wheel motor, wherein operation of the rear-wheel motor is controlled according to the rear-wheel torque command. The controller determines whether there is a change request of a direction of the required torque, and determines, in a case where there is the change request of the direction of the required torque, the front-wheel torque command and the rear-wheel torque command determined from the required torque as values for sequential zero-crossing while the required torque determined in real time changes while performing zero-crossing of passing through 0 torque for direction change.

This provides a vehicle drive system that is advantageous for ensuring a long drive shaft length. [Solution] The vehicle drive system comprises a rotating electric machine having a hollow output shaft, a differential gear that distributes the driving force output by the rotating electric machine to a pair of drive wheels, a case that houses the rotating electric machine and the differential gear, an intermediate shaft that extends along the axial direction of the rotating electric machine through a through hole in the output shaft and has one end connected to the differential gear, and a drive shaft inboard that fits onto the other end of the intermediate shaft. The intermediate shaft has a first flow path that extends along the axial direction. The case has a second flow path. The fitting portion between the intermediate shaft and the drive shaft inboard has a third flow path that allows lubricating fluid to flow between the first and second flow paths.

The invention discloses a grounding device for a motor shaft, and belongs to the technical field of grounding devices, the grounding device comprises a fixing ring and conductive fibers, the fixing ring comprises a pressing plate, a bottom plate and an annular shell, the pressing plate and the bottom plate are both arranged in the annular shell, the bottom plate is located on the side, away from the annular shell, of the pressing plate, and the conductive fibers are arranged in the annular shell. And the conductive fibers are arranged between the pressing plate and the bottom plate. According to the scheme, the conductive fibers can conveniently form a uniform and stable contact ring belt, and the grounding effect of the grounding device is ensured.

A stator of an electric motor includes: a stator core including a plurality of joined stator core parts each having a core back portion and a tooth portion; a plurality of insulators covering a plurality of the tooth portions; coils wound around the tooth portions via the insulators; and a plurality of magnetic substances provided between inner peripheral ends of the core back portions and the insulators in such a way as to straddle the core back portions of the stator core parts that are adjacent.

A stator includes: a yoke portion; tooth portions extending from the yoke portion; a coil accommodated in slots formed between the tooth portions; and a cooling water channel (200) that cools the coil. The cooling water channel (200) includes coil inner water channels (301) disposed between one end and the other end in an axial direction to cool the coil, and a header water channel (310) that is connected to a plurality of the coil inner water channels (301), that is disposed outside the coil, and that distributes cooling water introduced into the coil inner water channels (301) or collects the cooling water discharged from the coil inner water channels (301). When a total cross-sectional area of the coil inner water channels (301) is S1, and a cross-sectional area of a surface of the header water channel (310), the surface being perpendicular to a movement direction of the cooling water, is S2, a ratio S2 / S1 between the S1 and the S2 is equal to or more than 0.5.

To provide a technology for detecting the temperature of a coil capable of easily fixing a temperature detector such as a thermistor used for detecting the temperature of the coil, capable of reducing the dispersion of a measured temperature, and capable of accurately measuring the temperature change of the coil with excellent responsiveness without interposing another member between the coil being a heating element and the temperature detector.SOLUTION: The insulating cap 10 with the groove for fixing the temperature detector is provided with a housing part 2 for housing the temperature detector D for detecting the coil temperature to be inserted from the outside on its inner wall surface, and the housing part 2 is formed so that at least a part of the temperature detector such as a thermocouple or a thermistor to be inserted is brought into contact with the coil C.SELECTED DRAWING: Figure 1-2

A mobile terminal includes a display and a controller. The display displays a map image. The controller controls the display. The controller controls the display to, when a placement position of at least one power facility is displayed on the map image, display power-rate-related information and the placement position of the at least one power facility on the map image. The at least one power facility supplies electric power to an object having a power storage device mounted thereon, to charge the power storage device. The power-rate-related information is information related to a power rate unit price for charging.

The application relates to the whole vehicle arrangement technical field, in particular to a power system and a car. The power system comprises a driving motor, a transmission mechanism, an output mechanism, a generator, an engine and a flywheel. The driving motor has a first output shaft. The transmission mechanism comprises a transmission shaft, the transmission shaft is in transmission connection with the first output shaft and the output mechanism. The engine is in transmission connection with the flywheel. The first output shaft in the orthographic projection on the first projection plane and the transmission shaft in the orthographic projection on the first projection plane are both separated from the orthographic projection of the flywheel on the first projection plane, and the first projection plane is a plane perpendicular to the length direction of the engine. The generator has an input shaft, the input shaft is in transmission connection with the flywheel, and the orthographic projection of the input shaft on the first projection plane is located in the orthographic projection of the flywheel on the first projection plane. In this way, the compactness of the engine can be improved, the width of the power system is shortened, and the volume thereof is reduced.

The application provides a rotor core, a motor rotor, a motor and an automobile. The rotor core is provided with a rotor shaft cavity, a plurality of first cooling channels and a plurality of first rotor slots. The rotor shaft cavity, the first cooling channels and the first rotor slots all penetrate the rotor core along the axial direction of the rotor core. The plurality of first rotor slots and the plurality of first cooling channels are respectively distributed along the circumferential direction of the rotor core. Each first cooling channel is located between the rotor shaft cavity and the first rotor slot, and each first rotor slot is in communication with the first cooling channel. Through the arrangement, the cooling medium flowing in the first cooling channel directly contacts and exchanges heat with the permanent magnet in the first rotor slot, so that the permanent magnet is cooled, the risk of demagnetization of the permanent magnet due to excessively high temperature is prevented, and the performance of the motor is improved.

Module-based energy systems are provided having multiple converter-source modules. The converter-source modules can each include an energy source and a converter. The systems can further include control circuitry for the modules. The modules can be arranged in various ways to provide single phase AC, multi-phase AC, and / or DC outputs. Each module can be independently monitored and controlled.

The invention belongs to the technical field of new energy automobiles, particularly relates to a driving motor for a new energy automobile and a method thereof, and aims to solve the problems that in the prior art, a heat dissipation structure mostly adopts a single-direction blowing design, airflow coverage is uneven, wiring terminal protection mostly adopts an integral closed structure, wiring operation is tedious, and mistaken touch short circuit is likely to occur. According to the scheme, the motor comprises a heat dissipation cover and a motor body arranged in the heat dissipation cover, a motor front end cover is arranged on one side of the motor body, an output end is arranged in the middle of the side, away from the motor body, of the motor front end cover, and a wiring terminal is arranged on the side, away from the motor front end cover, of the motor body; the heat dissipation cavity is formed in the left side of the interior of the heat dissipation cover; according to the invention, heat dissipation airflow uniformly covers the motor main body, the problem of local overheating is solved, and wiring node loosening caused by automobile vibration or external force pulling is effectively avoided.

A rotary electric machine includes a stator and a rotor. The rotor includes a rotating shaft and a laminated steel sheet constituted by a plurality of electromagnetic steel sheets fixed to the rotating shaft. The laminated steel sheet includes a first electromagnetic steel sheet fixing a first magnet and a second electromagnetic steel sheet fixing a second magnet. The first electromagnetic steel sheet includes a first fixed positioning protrusion and a first movable protrusion. The second electromagnetic steel sheet includes a second fixed positioning protrusion and a second movable protrusion. A plurality of first magnets and a plurality of second magnets are alternately disposed in the circumferential direction.

A control unit for a heavy duty vehicle. The vehicle includes an electric machine connected to first and second driven wheels via an differential. The control unit includes a first wheel slip control module associated with the first driven wheel, and a second wheel slip control module associated with the second driven wheel, where each wheel slip control module is arranged to determine an obtainable torque by the respective wheel based on a current wheel state, wherein the control unit is arranged to determine a required torque to satisfy a requested acceleration profile by the vehicle, and to request a torque from the electrical machine corresponding to the smallest torque out of the obtainable torques for each driven wheel and the required torque.

A novel motor end cover comprises a rotary transformer stator mounting hole arranged in the center of the top surface of the outer side of the end cover and a bearing mounting hole arranged in the center of the inner side of the end cover, the center of the rotary transformer stator mounting hole and the center of the bearing mounting hole are located on the same axis, and a junction box cover mounting seat is arranged on the outer side of the circumference of the rotary transformer stator mounting hole. A three-phase connector is arranged on the side wall of the upper portion of the junction box cover installation base, a suspension installation base is arranged on the outer side of the lower portion of the junction box cover installation base, the junction box cover installation base is connected with the bottom of the suspension installation base through an end cover wall, and connecting ribs are arranged between the end cover wall and the lower junction box cover installation base wall and between the end cover wall and the rotary transformer stator installation hole wall. The connecting ribs protrude towards the top end of the end cover, and a weight reduction groove with an h-shaped section is formed among the connecting ribs, the wall of the end cover, the wall of the lower junction box cover mounting seat and the wall of the rotary transformer stator mounting hole.

The present invention relates to a frame for an electric vehicle, and the frame for an electric vehicle according to one embodiment of the present invention includes a side frame that defines a battery space in which a battery is located, is located around a portion of the battery space, has a first hollow portion with a closed cross section inside, and extends in a first direction, which is the length direction of the vehicle, and a reinforcing frame that is located in the first hollow portion and has at least a portion that contacts the side frame, and the reinforcing frame includes a first surface that is parallel to a second direction, which is the height direction of the vehicle, and a second surface that extends from the first surface and is formed to abut against a portion of the side frame, and the second surface may be provided with a convex portion protruding in the second direction and a concave portion that is recessed.

The utility model belongs to the technical field of motors, and particularly relates to an asynchronous motor of an electric forklift. A control assembly; wherein the motor comprises a machine shell, a machine cover, a stator and a rotor, a mounting end is arranged on one side wall surface of the machine shell, the control assembly is detachably connected to the mounting end, the whole control assembly is formed by high polymer materials in an injection molding mode, the control assembly and the motor are detachably assembled together, and maintenance is convenient during use; meanwhile, the interior of the machine shell can be inspected through the installation end in the overhauling process.

The utility model relates to the technical field of stator frameworks, and discloses a stator framework assembly, which comprises a stator framework main body, the bottom of the stator framework main body is fixedly connected with a mounting base, the top of the stator framework main body is provided with a plurality of coil slots in an annular array, the coil slots are internally connected with coil racks in a sliding manner, and the coil racks are fixedly connected with the mounting base. The stator framework body is internally provided with a plurality of arc-shaped grooves which are respectively communicated with the coil grooves and are in an annular array, the circumferential outer wall of the stator framework body is provided with a plurality of fan-shaped grooves which are matched with the plurality of arc-shaped grooves for use, the arc-shaped grooves are internally connected with arc-shaped sliding strips in a sliding manner, and one ends of the arc-shaped sliding strips are fixedly connected with clamping blocks. According to the utility model, the fan-shaped blocks are arranged on the circumferential outer wall of the stator framework main body, so that the problem that the fan-shaped blocks are moved by a worker and the coil racks are difficult to replace due to narrow gaps between the coil racks is avoided, the structure is simple, and the operation is convenient.

The invention relates to a new energy automobile motor protection device, and belongs to the technical field of motor protection. Comprising a shell, a motor body is installed in the shell, end covers are installed on the two sides of the motor body, a sealing protection assembly is arranged at the shaft end of the motor body, an arc-shaped supporting table is installed at the bottom of the motor, supporting rods are fixedly connected to the bottom of the arc-shaped supporting table, and a crumple anti-collision assembly is arranged between every two adjacent supporting rods. An air bag is installed at the bottom of the arc-shaped supporting table, a triggering assembly is arranged in the crumple anti-collision assembly, and a pressure maintaining assembly is arranged above the crumple anti-collision assembly. The sealing protection assembly is arranged between the end cover and the driving shaft, and the sealing protection assembly is used for realizing self-adaptive fitting depending on the pressure change of gas in the motor body. The problems that motor protection sealing reliability on an existing new energy electric vehicle is insufficient, the anti-collision capacity is limited, and protection continuity is poor can be effectively solved.