145results about How to "Improve power transfer efficiency" patented technology

A system and method for variable power transfer in an inductive charging or power system. In accordance with an embodiment the system comprises a pad or similar base unit that contains a primary, which creates an alternating magnetic field. A receiver comprises a means for receiving the energy from the alternating magnetic field from the pad and transferring it to a mobile device, battery, or other device. In accordance with various embodiments, additional features can be incorporated into the system to provide greater power transfer efficiency, and to allow the system to be easily modified for applications that have different power requirements. These include variations in the material used to manufacture the primary and / or the receiver coils; modified circuit designs to be used on the primary and / or receiver side; and additional circuits and components that perform specialized tasks, such as mobile device or battery identification, and automatic voltage or power-setting for different devices or batteries.

An RF ICP source having a housing with a flanged cover. The interior of the housing serves for confining plasma generated by the plasma source. The cover has at least two openings which are connected by a hollow C-shaped bridge portion which is located outside the housing. The hollow C-shaped bridge portion is embraced by an annular ferrite core having a winding connected to an electric power supply source for generating a discharge current which flows through the bridge portion and through the interior of the housing. The discharge current is sufficient for inducing plasma in the interior of the housing which is supplied with a gaseous working medium. The power source operates on a relatively low frequency of 60 KHz or higher and has a power from several watt to several kilowatt. In order to provide a uniform plasma distribution and uniform plasma treatment, the cover may support a plurality of bridges. Individual control of the inductors on each bridge allows for plasma redistributing. The housing of the working chamber can be divided into two section for simultaneous treatment of two objects such as semiconductor substrates. A plate that divides the working chamber into two sections may have ferrite cores built into the plate around the bridges. In another embodiment, the flow of gaseous working medium is supplied via a tube connected to the bridge portion of the source.

Provided are a magnetic field shield sheet for a wireless charger, which blocks an effect of an alternating-current magnetic field generated when a charger function for a portable mobile terminal device is implemented in a non-contact wireless manner on a main body of the portable mobile terminal device and exhibits excellent electric power transmission efficiency, a method of manufacturing the sheet, and a receiver for the wireless charger by using the sheet. The sheet includes: at least one layer thin magnetic sheet made of an amorphous ribbon separated into a plurality of fine pieces; a protective film that is adhered on one surface of the thin magnetic sheet via a first adhesive layer provided on one side of the protective film; and a double-sided tape that is adhered on the other surface of the thin magnetic sheet via a second adhesive layer provided on one side of the double-sided adhesive tape, wherein gaps among the plurality of fine pieces are filled by some parts of the first and second adhesive layers, to thereby isolate the plurality of fine pieces.

A wireless energy transfer system includes a primary and one (or more) secondary oscillators for transferring energy therebetween when resonating at the same frequency. The long range (up to and beyond 100 m) efficient (as high as and above 50%) energy transfer is achieved due to minimizing (or eliminating) losses in the system. Superconducting materials are used for all current carrying elements, dielectrics are either avoided altogether, or those are used with a low dissipation factor, and the system is operated at reduced frequencies (below 1 MHz). The oscillators are contoured as a compact flat coil formed from a superconducting wire material. The energy wavelengths exceed the coils diameter by several orders of magnitude. The reduction in radiative losses is enhanced by adding external dielectric-less electrical capacitance to each oscillator coil to reduce the operating frequency. The dielectric strength of the capacitor is increased by applying a magnetic cross-field to the capacitor to impede the electrons motion across an air gap defined between coaxial cylindrical electrodes.

A power transmitting device includes: a power transmitting unit being able to contactlessly transmit electric power to a power receiving unit of a power receiving device; and a guide unit changing a guide position of the power receiving device at power reception of the power receiving device on the basis of a type of the power receiving unit. The guide unit may when the types of the power receiving and transmitting units are the same, set a position of the power receiving unit, at which center positions of the power receiving and transmitting units coincide with each other, for the guide position, and, when the types of the power receiving and transmitting units are different, set a position of the power receiving unit, at which the center positions of the power receiving and transmitting units deviate from each other, for the guide position.

A control apparatus for a vehicular drive system arranged to electrically transmit a portion of an output force of an engine through an electric path, which control apparatus is configured to reduce loads of components associated with the electric path and to restrict a temperature rise of the components associated with the electric path, making it possible to reduce the required size of a cooling system.Electric-energy restriction control means 84 is provided to place differential portion 11 in a non-differential state or to place switching clutch C0 or switching brake B0 in a partially engaged state, when an amount of transmission of electric energy through the electric path has increased to a thermal limit, so that a reaction force which corresponds to engine torque TE and which must be received by first electric motor M1 is reduced, whereby an amount of generation of electricity by the first electric motor m1 is reduced, and the amount of the generated electric energy is reduced, making it possible to restrict the temperature rise of the components associated with the electric path and to reduce the required size of the cooling system for cooling those components and the loads of the components associated with the electric path.

A control apparatus for a vehicular drive system including a differential mechanism including an electric motor. The drive system includes a switching clutch and switching brake to switch the transmission mechanism between a continuously-variable shifting state and a step-variable shifting state. A shifting control mechanism changes a manner of controlling shifting action of the transmission mechanism during shifting action of an automatic transmission portion, for reducing a shifting shock, depending upon whether a differential portion is placed in the continuously-variable shifting state in which engine speed is variable due to differential function irrespective of rotating speed of power transmitting member, or the non-continuously-variable shifting state in which the engine speed is more difficult to be variable than in the continuously-variable shifting state.

An automatic two-gear transformer for a pure electric automobile comprises an input shaft, a first middle shaft, a second middle shaft, a third middle shaft, a first cylindrical gear pair, a second cylindrical gear pair, a third cylindrical gear pair, a first torque transmission device, a second torque transmission device and a differential assembly; rotation center lines of the input shaft, the third middle shaft and the differential assembly are mutually parallel. According to the automatic two-gear transformer for the pure electric automobile, automatic two-gear speed change is adopted, the transmission ratio range is expanded, the performance requirement on a drive motor can be reduced greatly, an efficient and light drive motor is allowed to be used, and the total size, the total mass and the total cost of an electric drive system of the pure electric automobile are further reduced.

The invention discloses a self-tuning magnetic-coupling resonance wireless energy transmission system and a self-tuning method thereof. The system comprises a transmitting terminal circuit and a receiving terminal circuit, wherein the transmitting terminal circuit is formed by electrically connecting a high-frequency power supply, a transmitting terminal power matching circuit, a transmitting terminal directional coupler detection circuit, a transmitting terminal tuning capacitor and a transmitting coil in sequence; the receiving terminal circuit is formed by electrically connecting a receiving coil, a receiving terminal tuning capacitor, a receiving terminal directional coupler detection circuit, a receiving terminal power matching circuit, a rectifying and converting circuit and a load in sequence; and a two-port network is formed by the transmitting coil, the receiving coil, the transmitting terminal tuning capacitor and the receiving terminal tuning capacitor. The invention has the advantages that: 1, the self-tuning process is conducted online, and the system has strong self-adaptive ability; 2, the self-tuning control structure is simple and easy to implement; 3, and the system is kept in a magnetic-coupling resonance state, and has high power transmission efficiency.

A power transmitting device that contactlessly transmits electric power to a power receiving device having a secondary coil provided at a vehicle, and a power transfer system, are provided. The power transmitting device includes primary coils, a selecting unit and a control unit. The primary coils are arranged at an interval in an arrangement direction. The selecting unit selects one primary coil to which electric power is supplied from a power supply. The control unit controls the selecting unit by supplying the selected primary coil with a second electric power smaller than a first electric power, selecting a power transmitting coil from among the primary coils on the basis of at least one of a power transmitting situation of the selected primary coil and a power receiving situation of the secondary coil, and supplying the power transmitting coil with the first electric power.

The contactless power feeding system includes a power transmitting device including an AC power source, a power transmitting element transmitting an AC power and a first microprocessor generating a transmission signal, and a power receiving device including a power receiving element receiving the AC power, a rectifier circuit, a smoothing circuit, a voltage conversion circuit, a second microprocessor generating a response signal in accordance with the transmission signal, a charge control circuit changing a charging rate for a power storage device in accordance with the response signal and the power storage device whose charging is controlled by the charge control circuit. Then, a resistance value of the power storage device changes, an impedance changes, and a modulation signal is generated. The generated modulation signal is transmitted from the power receiving device to the power transmitting device and is processed by the first microprocessor.

The current invention discloses a multi-mode electro-mechanical variable speed transmission. The transmission includes an input shaft, an output system, at least one planetary gear set having at least three branches each represents a co-axial rotating member, two electric machines along with the associated controllers for the electric machines, and at least a clutch. The first branch couples to the first electric machine with a constant speed ratio; the second branch couples to the output system with a constant speed ratio; and the third branch couples to the input shaft with a constant speed ratio; the second electric machine selectively couples to two different the branches of the planetary gear set with two different constant speed ratios, respectively. Said multi-mode electro-mechanical variable speed transmission is capable of providing multiple operation modes including two electric drive modes and two power split operation modes. Different operation modes cover different speed ratio regimes and are suitable for different power requirements. At the mode switching point, the corresponding clutch or clutches is automatically synchronized. This avoids shock loads during operation mode switching. The transmission is capable of providing operations with at least a fixed output to input speed ratio.

To provide a power plant which is capable of improving the driving efficiency and electric power-generating efficiency thereof. A first transmission 20 is connected between the output shaft 3a of an internal combustion engine 3 and driven parts DW and DW, which are connected to each other. A generator-motor 30 includes a stator 32 for generating magnetic fields and first and second rotors 31 and 33, and carries out energy input and output between the stator 32 and the first and second rotors 31 and 33 during generation of rotating magnetic fields. Along with the energy input and output, the rotating magnetic fields and the first and second rotors 31 and 33 rotate while maintaining such a linear speed relationship that the difference between the rotational speed of the magnetic fields and that of the second rotor 33, and the difference between the rotational speed of the second rotor 33 and that of the first rotor 31 are equal to each other. One of the first and second rotors 31 and 33 is connected between the output shaft 3a of the engine 3 and the first transmission 20, and the other to the driven parts DW and DW.

A drive system of a hybrid vehicle, including an engine, a first electric motor, a second electric motor operatively connected to a drive wheel of the hybrid vehicle, and two planetary gear mechanisms, and wherein the two planetary gear mechanisms have at least four rotary elements arranged to permit the drive system to be placed in a selected one of a first operation mode in which the rotary element connected to the engine and the rotary element connected to the first electric motor are disposed on opposite sides of the rotary element connected to the drive wheel and the second electric motor, as seen in a collinear chart in which the four rotary elements are located at respective four different positions along a base line, and a second operation mode in which the rotary element connected to the first electric motor and the rotary element connected to the drive wheel and the second electric motor are disposed on opposite sides of the rotary element connected to the engine, as seen in said collinear chart.

The invention discloses an electric energy isolation transmission method and an isolation transmission device, which belong to the fields of electric energy isolation transmission and methods. The method is as follows: an isolation transmission circuit comprising a capacitor realizes the electric isolation between original auxiliary sides, suppresses leakage current between the original auxiliarysides and transmits power. The device comprises the isolation transmission circuit, wherein the isolation transmission circuit is mainly realized by the capacitor. The invention is applied to a powersupply, an adapter and a relevant product which have alternating-current or direct-current output and require lightness, thinness and high efficiency. The invention has small volume and is light, thin and practical; and meanwhile, the invention has high power transmission efficiency.

A control apparatus for a vehicular drive system including (a) a differential portion having a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, a second electric motor disposed in a power transmitting path between the power transmitting member and a vehicle drive wheel, and a switching clutch and a switching brake provided in the differential mechanism and operable to limit a differential function of the differential portion, and (b) a step-variable automatic transmission portion constituting a part of the power transmitting path and operable to perform a clutch-to-clutch shifting action by a releasing action of a coupling device and an engaging action of another coupling device, the control apparatus including a step-variable shifting control configured to change an amount of racing of an input speed of the automatic transmission portion during the clutch-to-clutch shifting action, depending upon whether the differential function of the differential portion is limited by the switching clutch and brake.

A multimode power module system automatically selects one of multiple operating modes to maximize power transfer in varying conditions by using direct energy transfer, boost peak power tracking, buck peak power tracking, charge limit, and eclipse standby modes with reduced switching losses, reduced component count, and scalability through connections of multiple power modules system.

A control apparatus for a vehicular drive system including a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, and a second electric motor connected to the power transmitting member. The control apparatus, which permits size reduction of the vehicular drive system, or improvements of fuel economy and vehicle drivability, includes a switching clutch or switching brake for switching a the differential mechanism between a continuously-variable shifting state and a step-variable shifting state, to enable the drive system to have both of an advantage of a fuel economy improvement of a transmission the speed ratio of which is electrically variable, and an advantage of high power transmitting efficiency of a gear type power transmitting device. The control apparatus includes an engine-torque-variation restriction control operable in the continuously-variable shifting state of the differential mechanism, to control an electric path torque, for restricting a variation of the torque to be transmitted to the power transmitting member, irrespective of a variation of the engine torque, so that the engine torque variation to be transmitted to drive wheels is restricted to improve the vehicle drivability.

A control apparatus for a vehicular drive system including (a) a differential portion having a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, a second electric motor disposed in a power transmitting path between the power transmitting member and a vehicle drive wheel, and a switching clutch and a switching brake provided in the differential mechanism and operable to limit a differential function of the differential portion, and (b) a step-variable automatic transmission portion constituting a part of the power transmitting path and operable to perform a clutch-to-clutch shifting action by a releasing action of a coupling device and an engaging action of another coupling device, the control apparatus including a step-variable shifting control configured to change an amount of racing of an input speed of the automatic transmission portion during the clutch-to-clutch shifting action, depending upon whether the differential function of the differential portion is limited by the switching clutch and brake.

A wireless charging apparatus according to various embodiments of the present disclosure may include a wireless power transmitter that is included in a charging pad where an electronic device is placed, and may include a light source unit that provides light to a solar cell module included in the electronic device, wherein the light source unit may include a plurality of light sources that emit light outside the charging pad, and a plurality of sensors that are disposed between the light sources and close to the light sources and sense the electronic device.

A transmission mechanism including a switching clutch or brake that is switchable between a continuously-variable shifting state and a step-variable shifting state, and has both an advantage of improved fuel economy provided by a transmission, the speed ratio of which is electrically variable, and an advantage of high power transmitting efficiency provided by a gear type power transmitting device constructed for mechanical transmission of power. While a clutch-to-clutch shifting action of an automatic transmission portion is in a tie-up state, a differential portion is placed in a continuously-variable shifting state by switching control, and engine speed is changed under the control of hybrid control, so as to prevent a drop of the engine speed for thereby reducing a shock of the shifting action, unlike in a non-continuously-variable shifting state of the differential portion in which the engine speed is directly influenced by the tie-up state.

A transmission mechanism including a switching clutch or brake is switchable between a continuously-variable shifting state and a step-variable shifting state, and provides improved fuel economy by a transmission with an electrically variable speed ratio and high power transmitting efficiency by a gear type power transmitting device constructed for mechanical transmission of power. During four-wheel drive vehicle running with second drive wheels driven by a third electric motor, a switching control switches a differential portion to a continuously-variable shifting state, so that an operating speed of a first electric motor operated by an output of an engine as an electric generator is controlled to assure a higher degree of electricity generating efficiency, owing to the differential function of the differential portion, than when the differential portion is placed in a non-continuously-variable shifting state in which first electric motor speed and engine speed are determined by vehicle running speed.

The invention discloses a NEXT series product CMOS automatic gain control circuit. The automatic gain control circuit is composed of a variable gain amplifier, a fixed gain stage, a peak detector, and a comparator. The variable gain amplifier includes: a VGA main body amplification unit, Common mode negative feedback circuit, DC offset elimination circuit, dB linear converter; variable gain amplifier as the main channel of the intermediate frequency signal, based on CMOS technology, adopts two-stage VGA structure, and connects DC offset elimination circuit after each stage; fixed gain The stage is linked with the variable gain amplifier in one direction, the input transconductance stage adopts a fully differential structure, and the source negative feedback is introduced to provide the absolute value of the gain for the automatic gain control circuit; the peak detector is connected with the output terminal of the circuit and the fixed gain stage, It is used for real-time detection and judgment of signal strength; one end of the comparator is connected to the peak detector and the comparison voltage at the same time, and the other end is connected to the dB linear converter for signal judgment.

A wireless power transfer device including: a power transmitter 1 including a power transmission resonator composed of a power transmission coil and a resonant capacitance; and a power receiver including a power receiving resonator composed of a power receiving coil and a resonant capacitance. The wireless power transfer device further includes a power-transmission auxiliary device including an auxiliary resonator composed of an auxiliary coil and a resonant capacitance. The power-transmission auxiliary device and the power transmitter are configured to be disposed so as to face each other, forming a power receiving space for disposing the power receiving coil between the power transmission coil and the auxiliary coil. An efficient power transfer can be performed without providing an adjusting circuit in the power receiver even when the power receiving coil is not appropriately disposed with respect to the power transmission coil.

A drive system of a hybrid vehicle, including an engine, a first electric motor, a second electric motor operatively connected to a drive wheel of the hybrid vehicle, and two planetary gear mechanisms, and wherein the two planetary gear mechanisms have at least four rotary elements arranged to permit the drive system to be placed in a selected one of a first operation mode in which the rotary element connected to the engine and the rotary element connected to the first electric motor are disposed on opposite sides of the rotary element connected to the drive wheel and the second electric motor, as seen in a collinear chart in which the four rotary elements are located at respective four different positions along a base line, and a second operation mode in which the rotary element connected to the first electric motor and the rotary element connected to the drive wheel and the second electric motor are disposed on opposite sides of the rotary element connected to the engine, as seen in said collinear chart.

A radio power transmission apparatus comprises a transmitter 20 having a power transmitting antenna 9 for transmitting electromagnetic waves and a power transmitting circuit and a receiver 40 having a power receiving antenna 29 for receiving electromagnetic waves and a power receiving circuit. In the radio power transmission apparatus, on the basis of power reflected to the power transmitting antenna 9, the power transmitting circuit executes control to change the circuit reactance of the power transmitting circuit in order to control the imaginary part of power of the electromagnetic waves to be transmitted. In addition, on the basis of a value of power transmitted to the transmitter 20 by using electromagnetic waves of power transmission used by the receiver 40 to transmit a value of power received by the receiver 40 through the power receiving antenna 29, the power transmitting circuit executes control to change the circuit reactance of the power transmitting circuit or the characteristic impedance of the power transmitting circuit in order to control the real part of power of the electromagnetic waves to be transmitted.

A multi-clutch transmission having dual front-positioned gears and a method of operating the same are provided. Compared to a known dual clutch transmission, the multi-clutch transmission provides a simple structure, stable operation, and easy manufacturing and maintenance. The multi-clutch transmission includes an input shaft connected to a flywheel, first and second layshafts receiving rotating power from the input shaft, first and second front-positioned gears installed at respective front ends of the first and second layshafts, first and second clutches installed on the first and second layshafts in the rear of the first and second front-positioned gears respectively, first and second rotating-direction correction gears installed on the first or second layshaft in order to rotate the first and second layshafts in the same direction, and an output shaft interposed between the first and second layshafts and disposed parallel to each of the first and second layshafts.

The present invention discloses a hybrid DC converter. The hybrid DC converter is formed by connecting a high frequency resonant converter and a dual active bridge converter in parallel, the high frequency resonant converter and the dual active bridge converter are connected end to end orderly, and the high frequency resonant converter comprises a full-bridge inverter A, a high-frequency transformer and an uncontrolled rectifier bridge. The full-bridge inverter A and the uncontrolled rectifier bridge are connected with the head end and the tail end of the high-frequency transformer respectively, the dual active bridge DC converter comprises a full-bridge inverter B, a medium frequency transformer and a fully-controlled rectifier bridge, and the full-bridge inverter B and the fully-controlled rectifier bridge are connected with the head end and the tail end of the medium frequency transformer respectively. The hybrid DC converter of the present invention combines the advantages of the high frequency resonant converter and the dual active bridge DC converter and considers the current capability of a high frequency resonant capacitor, the high frequency resonant converter only realizes the effect of clamping a terminal voltage, and the large-power electric energy transmission completely depends on the dual active bridge DC converter, thereby guaranteeing the stable terminal voltage and the power transmission capability. The converter overall adopts a closed loop PI control strategy.

The invention discloses a terahertz wave detector based on an array patch antenna. The terahertz wave detector comprises an array antenna, a transmission line matching network and a field effect transistor. The array antenna is connected with the field effect transistor through utilization of the transmission line matching network. The array antenna is composed of four identical on-chip rectangular patch antennas and a feed network. The four patch antennas are set in an array form of 2x2. The four patch antennas are connected through utilization of the feed network. The transmission line matching network is a T-shaped impedance matching network composed of three segments of transmission lines. A source of the field effect transistor is connected with the transmission line matching network.A drain of the field effect transistor is taken as a signal output end. A gate of the field effect transistor is connected with a bias voltage source and an open quarter-wave transmission line. According to the terahertz wave detector, the problem that transmission power between the antenna and the field effect transistor is not high due to the fact that a terahertz wave receiving antenna is nothigh in gain can be effectively solved, and the effect that the terahertz wave detector is high in responsivity can be realized.

The invention relates to a two-gear automatic gearbox for a pure electric vehicle. The two-gear automatic gearbox comprises an input shaft, a first middle shaft, a second middle shaft, a first cylinder gear pair, a second cylinder gear pair, a third cylinder gear pair, a first torque transferring device, a second torque transferring device and a differential mechanism assembly, wherein the rotating central lines of the input shaft, the second middle shaft and the differential mechanism assembly are parallel to one another. The two-gear automatic transmission is adopted by the two-gear automatic gearbox, so that the driving ratio scope is widened, the performance demand on a driving motor is greatly reduced, the high-efficiency and light driving motor is allowed to be adopted, and the total volume, the total mass and the total cost of the two-gear automatic gearbox for the pure electric vehicle are further reduced.