469 results about "Electric traction" patented technology

The utility model belongs to the technical field of wind turbine generator tower maintenance, and particularly relates to a wind turbine generator tower outer wall moving device which comprises a cabin, blades installed on an output shaft of the cabin, a tower body fixedly connected to the bottom face of the cabin and a moving assembly arranged on the surface of the tower body. The moving assembly comprises a platform installed on the surface of the tower drum body, two limiting plates are fixedly connected to the surface of the platform, two winches are fixedly connected to the portion, facing the cabin, of the platform, traction ropes are arranged on the surfaces of the winches, and two hanging wheels matched with the winches are fixedly connected to the bottom face of the cabin. When the outer wall and the blades of the tower drum are maintained and checked by workers, the workers can stably move up and down through the electric traction rope to complete work tasks, and the danger coefficient is greatly reduced.

Aspects of the present invention relate to a method and to a control system for controlling an electric traction motor of a vehicle, the control system comprising one or more controllers, wherein the control system is configured to: limit a rate of change of torque requested from the electric traction motor for changing speed towards a speed target, in dependence on a lash crossing protection rate limiter; and upon removal of the limit prior to the speed reaching the speed target, inhibit initial increase of a torque requested from the electric traction motor for changing speed towards the speed target.

A safety circuit for a high-voltage electrical traction system comprising a plurality of electric machines. The safety circuit comprises a primary high voltage interlock loop (HVIL) circuit configured to be connected to a battery and for each of the plurality of electric machines, a secondary high voltage interlock loop (HVIL) circuit, wherein each secondary HVIL-circuit is controlled by a corresponding switch unit configured to break the secondary HVIL-circuit if a fault in a corresponding electric machine is detected, and wherein the switch unit comprises a trigger device configured to break the primary HVIL-circuit if the switch unit is opened.

An arrangement for a vehicle includes a fuel cell, an electric traction and / or propulsion motor, and a single cooling circuit cooling the fuel cell and the electric motor. The cooling circuit includes two parts: a first, high-flowrate and high-temperature part including a high-temperature exchanger and a second, low-flowrate and low-temperature part including a low-temperature exchanger. The first part cools the fuel cell and the second part cools the electric motor. The first part includes a high-flowrate pump, in particular for a high flowrate of between 8000 l / h and 9000 l / h and the second part includes a low-flowrate pump, in particular for a low flowrate of between 2000 l / h and 3000 l / h.

The invention discloses a semitrailer battery energy transmission system and method based on an electric traction vehicle, belongs to the technical field of battery energy transmission, and aims to solve the problems that in the prior art, energy supply for a semitrailer is inconvenient, the actual transportation effect of the semitrailer is affected, and the transportation cost is increased. The system comprises an electric tractor and a semitrailer, the electric tractor is provided with an optical coupler, the electric tractor is provided with a traction seat and a first battery, the optical coupler is electrically connected with a control device, an ECU control unit and a vehicle end interface, the ECU control unit is electrically connected with a display, and the control device is provided with a plurality of control assemblies; the second battery is charged through the first battery, so that energy supply for the semitrailer is facilitated, the problem of insufficient energy of the semitrailer can be effectively solved, the transportation problem caused by insufficient energy of the semitrailer in the driving process is avoided, the logistics transportation efficiency is improved, and the logistics cost is reduced.

The invention relates to an electrical traction network (1) for a motor vehicle, comprising a separately excited synchronous machine (2), a pulse-controlled inverter (3), a high-voltage battery (4), a DC / DC converter (6) and a charger (5), wherein the charger (5) has a mains connection (9) for an external AC voltage network, wherein the charger (5) is connected to AC voltage outputs of the pulse-controlled inverter (3) via first switching elements (S1), wherein the AC voltage outputs of the pulse-controlled inverter (3) are connected to the phases of the synchronous machine (2) via second switching elements (S2), wherein the DC voltage connections (HV+_PWR, HV-_PWR) of the pulse-controlled inverter (3) and an output of the DC / DC converter (6) are connected to the high-voltage battery (4) via third switching elements (S3), wherein the inputs of the DC / DC converter (6) are connected to the DC voltage connections (HV+_PWR, HV-_PWR) of the pulse inverter (3),wherein fourth switching elements (S4) are arranged between the output of the DC / DC converter (6) and two half-bridges of the DC / DC converter (6), wherein the DC / DC converter (6) is connected to a rotor winding of the synchronous machine (2) via fifth switching elements (S5), and a method for operating such an electrical traction network.

A ridable work vehicle includes an electric traction drive and an arm drive unit that is operable to move a loader arm assembly. The loader arm assembly includes a mechanical interface operable to mount a work attachment. The work vehicle includes a detachable operator control operable to wirelessly communicate with a controller of the work vehicle. One or both of the controller and the detachable operator control is operable to measure a proximity distance between the work vehicle and the detachable operator control. A platform sensor is operable to provide a platform signal in response to detecting an operator on the platform. The controller is operable to: determine a disposition of the operator relative to the work vehicle based on the proximity distance and the platform signal; and change an operating setting of the work vehicle based on a change in the disposition of the operator.

A driving dynamics system for a vehicle may include at least one wheel brake for dissipative braking of a wheel of the vehicle; at least one braking unit associated with the at least one wheel brake and designed to generate a dissipative braking torque via the at least one wheel brake; at least one electric traction motor controllable to generate a regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit configured to control the at least one brake unit and the at least one electric traction motor for a braking function in combination such that a combined braking torque is generated by means of the at least one brake unit and the at least one electric traction motor. The braking function relates to simultaneous control of a basic braking torque and a controlled additional braking torque.

Common mode voltage discharge shields are disposed over end turns of stator windings for a three phase electric traction motor within an electric vehicle. The common mode voltage discharge shields are capacitively coupled to the end turns to a ground strap, providing a low impedance path for common mode voltages accumulating at a neutral for electric traction motor as a result of high frequency switching of the motor drive voltage to produce desired torque. An insulating layer separates the common mode voltage discharge shields from the end turns. Accumulation of the common mode voltage in excess of a bearing breakdown voltage, and the associated potential for discharge through bearings between the stator and rotor and electrical discharge machining, is reduced or eliminated.

A computer system has processing circuitry to control charging of a high-voltage energy storage system of a vehicle. The processing circuitry obtains data of at least one geographic zone comprising a road with a downhill slope, determines a regenerative charge power of an electric traction motor of the vehicle during operation of at least a portion of the downhill slope, determines a charge power ability of the high-voltage energy storage system when the vehicle arrives to the portion of the downhill slope, in response to the regenerative charge power exceeding the charge power ability at the portion of the downhill slope, sets a reduced maximum charge level of the high-voltage energy storage system, and controls charging of the high-voltage energy storage system at the current charging position to an energy level to, or below, the reduced maximum charge level.

A hybrid electric vehicle (HEV) includes an internal combustion engine and a motor / generator configured to drive the engine or be driven by the engine to generate electricity to charge a high voltage (HV) battery and / or drive an electric traction motor. The HEV includes an exhaust system, a HV system electrically coupling the HV battery and the electric traction motors, and a control system including a controller for monitoring an underhood environment of the HEV and performing a cooling operation to cool the exhaust system. The controller is programmed to determine if a temperature of the underhood environment, the internal combustion engine, and / or the exhaust system is above a predetermined threshold indicating a potential degradation of HV system performance, and operate the internal combustion engine in fuel shut-off to generate a flow of air to the exhaust system for cooling of the exhaust system to thereby cool the HV system.

An electric traction system having an electric machine, a transmission and a common cooling lubricant circuit, wherein an oil sump and at least one oil reservoir are installed. The oil reservoir can be filled both by means of an electric oil pump (1) and by means of oil spray from components of the transmission, wherein the oil reservoir acts as a pressure tank or high tank. The oil pump is connected directly to cooling / lubricating oil points under pressure, and the at least one outlet of the oil reservoir is connected to further cooling / lubricating oil points, wherein the further cooling / lubricating oil points are pressurized either also with the pressure of the oil pump or with the geodetic pressure of the oil reservoir.

The invention relates to a driving dynamics system for a vehicle, comprising at least one wheel brake (RB1, RB2.RB3, RB4) for dissipatively braking a wheel of the vehicle; at least one brake unit (EMB, EHB) assigned to the at least one wheel brake (RB1, RB2, RB3, RB4) and configured to generate a dissipative braking torque by means of the at least one wheel brake (RB1, RB2, RB3, RB4); at least one electric traction motor (TM1, TM2, TM3, TM4) controllable to generate a regenerative braking torque for at least one wheel or axle of the vehicle; and a central control unit (M-ECU domain) which is configured to control the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) for a braking function in combination with one another such that a combined braking torque can be generated by means of the at least one brake unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4).The braking function relates to a control case in which a basic braking torque and a controlled additional braking torque are controlled and / or regulated simultaneously; wherein optionally the basic braking torque is generated by the at least one braking unit (EMB, EHB) and the controlled additional braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4); or the basic braking torque is generated by the at least one electric traction motor (TM1, TM2, TM3, TM4) and the controlled additional braking torque is generated by the at least one braking unit (EMB, EHB); or the at least one braking unit (EMB, EHB) and the at least one electric traction motor (TM1, TM2, TM3, TM4) each jointly generate the basic braking torque and the controlled additional braking torque.

The invention discloses a train carriage bulk material unloading device under an electric traction contact network. The rack lifting stand column is arranged on the walking trolley; the horizontal cantilever beam is arranged at the top of the lifting stand column of the rack, and a horizontal conveying pipe is arranged on the horizontal cantilever beam; the vertical connecting arm is movably connected with the end part of the horizontal cantilever beam; a vertical conveying pipe communicated with the horizontal conveying pipe is arranged on the vertical connecting arm; the vertical connecting arm can rotate around a first axial direction and a second axial direction relative to the horizontal cantilever beam, and the vertical connecting arm can be folded below the horizontal cantilever beam when rotating around the second axial direction; the material suction working head is arranged at the end part of the vertical connecting arm, is communicated with the vertical material conveying pipe, and comprises a negative pressure material suction nozzle communicated with the vertical material conveying pipe; and the revolving platform is used for controlling the horizontal cantilever beam to horizontally rotate around the axis of the rack lifting upright post. The device is used for sucking and unloading materials in a train carriage, is flexible to use, and does not interfere with an electric traction overhead line system in the working process.

A cooling system for an electric traction machine includes a looped conduit system for conducting a first cooling liquid and a circulation pump for conveying the first cooling liquid in a first circulation direction. The cooling system includes an expansion tank filled at least partially with the first cooling liquid and a gas, and a motor input terminal for fluidically connecting the looped conduit system on an input side to the electric traction machine. The cooling system includes a motor output terminal for fluidically connecting the looped conduit system on an output side to the electric traction machine and a first heat exchanger for dissipating heat from and / or supplying heat to the first cooling liquid. In the first circulation direction, the first heat exchanger is arranged downstream of the electric traction machine and connected via the motor input and output terminal and upstream of the expansion tank.

The invention relates to a motor vehicle comprising a passenger compartment, an electric traction machine, a battery pack, at least one power electronics unit, and a cooling radiator, a thermochemical system (10) comprising a first enclosure called a reservoir (1), containing gas in liquid phase and a second enclosure called a reactor (2) containing reactive salts, the two enclosures being configured to be selectively placed in fluid communication at least via a control solenoid valve (3), the reactor being able to be heated by supplying calories from the operation of the electric traction machine, and / or the battery pack, and / or the power electronics unit, and the reactor is capable of delivering calories, following an opening of the control solenoid valve, to the passenger compartment of the vehicle, and / or the battery pack, and / or the cooling radiator of the vehicle.

An electric energy dissipating system for a vehicle. An air flow producing unit provides a pressurized air flow through a fluid conduit. A polyphase electric machine runs on a predefined number of phases. The air flow producing unit is mechanically connected to, and operated by, the electric machine. An electric brake resistor arrangement is located downstream of the air flow producing unit, and comprises one resistor unit for each one of said phases. An electric power system is configured to receive electric power generated by an electric traction motor during braking of the vehicle. The power system comprises an inverter which converts a DC input into a polyphase AC output. The electric machine and the resistor arrangement are electrically connected to the inverter in parallel, such that each phase of the AC output of the inverter is connected to a respective phase of the electric machine and to a respective resistor unit, in parallel.

The present disclosure relates to a computer system comprising processing circuitry configured to control charging of a high-voltage energy storage system of a vehicle, the processing circuitry being configured to obtain data of at least one geographic zone comprising a road with a downhill slope, determine a regenerative charge power of an electric traction motor of the vehicle during operation of at least a portion of the downhill slope, determine a charge power ability of the high-voltage energy storage system when the vehicle arrives to the portion of the downhill slope, in response to the regenerative charge power exceeding the charge power ability at the portion of the downhill slope, set a reduced maximum charge level of the high-voltage energy storage system, and control charging of the high-voltage energy storage system at the current charging position to an energy level to, or below, the reduced maximum charge level.

Aspects of the present invention relate to a control system (100) for controlling a hybrid vehicle (300) having a powertrain system (20) comprising an engine (202) and an electric traction motor (216). The control system (100) comprises one or more processors (120) collectively configured to: receive a first input signal (164) indicative that a first vehicle mode has been selected in which the use of the electric traction motor (216) as a source of motive power is prioritised; receive a second input signal (160) indicative of one or more operating conditions of a traction battery (200) of the electric traction motor (216), wherein the one or more operating conditions comprise an available battery power of the electric traction motor (216) and a state of charge level of the battery (200); determine, in dependence on the second input signal (216), a minimum state of charge level of the battery (200), wherein a first minimum state of charge level is determined if the available battery power is below a first predetermined threshold, and a second minimum state of charge level is determined if the available battery power is at or above the first predetermined threshold, wherein the first minimum state of charge level is greater than the second minimum state of charge level; and output a first control signal (170) to the powertrain system (20) to perform an engine start when the state of charge of the battery (200) reaches the determined minimum state of charge level. Aspects of the invention are also related to a system incorporating a control system (100) and a powertrain system (20) comprising an electric traction motor (216) and an engine (202), a vehicle (300) incorporating a control system (100), and a method (400) of controlling the vehicle (300).

An electric powertrain for a machine includes an electric power source. The powertrain further includes an implement pump for powering a work implement and an implement pump electric motor. An electric traction motor is operably coupled to a traction device. An electronic controller stores a plurality of rimpull torque curves. The electronic controller is configured to determine if the electric power source is in a power limited condition and upon determining that the electric power source is in a power limited condition act to derate a rimpull torque of the traction device from a first rimpull torque curve of the plurality of rimpull torque curves to a lower second rimpull torque curve of the plurality of rimpull torque curves, wherein the selection of the second rimpull torque curve is based on a power usage by the implement pump electric motor.

The invention relates to a method for controlling the torque delivered to the wheels of an electrically driven motor vehicle by an electric traction motor. The method comprises providing a basic torque map (8) to be delivered to the wheels, as a function of accelerator pedal travel and vehicle speed, for each driving mode and for a reference mass (Mref), and repeating the following steps: determining the vehicle's current effective mass (Meff) during driving; calculating a mass correction coefficient proportional to the ratio of the effective mass to the reference mass; modifying the map values ​​according to the mass correction coefficient; and applying the modified torque values, adapted to the effective mass, as a function of the current accelerator pedal travel and instantaneous vehicle speed. Figure 2

An electric traction machine for a motor vehicle includes a rotor, a stator, a stator sleeve into which the stator is pressed, and a housing. The housing, together with which the stator sleeve, delimits at least one pressurized oil cooling channel and at least one water cooling channel, wherein an equalization chamber is kept free axially between the at least one pressurized oil cooling channel and the water cooling channel closest thereto, which equalization chamber is configured to collect oil that has leaked out of the pressurized oil cooling channel.

An electric bicycle includes a front wheel, a rear wheel, an electric traction motor which drives the front and / or rear wheel, a traction battery which supplies the electric traction motor with electrical power, a controller for actuating the electric traction motor, a pushing-aid controller for controlling an adaptive pushing-aid function which is assisted by the electric traction motor depending on an interaction force between a person pushing and the electric bicycle, an inclination sensor for determining an inclination angle of the electric bicycle relative to the ground, a traction-motor torque determining device for determining a current traction-motor torque, an electric-bicycle speed sensor for determining a current electric-bicycle speed, and an electric-bicycle weight memory which stores a current electric-bicycle weight value. The interaction force is determined by the pushing-aid controller from the inclination angle, the current traction-motor torque, the current electric-bicycle speed, and the current electric-bicycle weight value.

An arrangement for a vehicle, the arrangement comprising an electric traction motor, an energy system comprising a traction battery, the energy system being configured to feed electric energy from the traction battery to the electric traction motor in a first load condition, and configured to receive electric energy generated by the electric traction motor in a second load condition, and an energy dissipater electrically connected to the energy system, wherein the arrangement further comprises processing circuitry configured to determine an indication of a load condition change of the energy system from the first load condition to the second load condition, and control the energy system to feed electric energy to the energy dissipater in response to the indication of the load condition change.

An arrangement for the needs-based control of the flow temperatures of cooling / lubricating oil flows in an electric traction drive having an electrically controllable motor-pump unit and a hydraulic unit, wherein the motor-pump unit can be controlled in two directions of rotation, namely in a first direction of rotation and in a second direction of rotation which is opposite to the first direction of rotation, and wherein a first pressure level and a second pressure level, which is higher than the first pressure level, can be set at the motor-pump unit by way of the closed-loop control of the rotational speed in the first direction of rotation or the second direction of rotation. The motor-pump unit is connected by way of the hydraulic unit to multiple fluid outlets for a first, a second and a third partial volume flow which are connected for cooling and / or heating and / or lubrication at least to the stator of an electric drive unit, and / or the rotor of the electric drive unit and / or a gearbox, wherein the arrangement comprises a heat exchanger, and the first partial volume flow is not connected to the heat exchanger, and wherein the direction of rotation and the pressure level of the motor-pump unit can be adjusted by way of an electric control unit and three different operating modes can be set depending on the direction of rotation and the pressure level.

A trailer platform system with independent propulsion and control includes a steerable first axle connected to a pair of first wheels, a second axle connected to a pair of second wheels, and at least one electric traction motor configured to drive the steerable first axle and / or the second axle. A high voltage battery system is configured to power the at least one electric traction motor. A load platform is supported by a chassis and a suspension, wherein the load platform is a wagon-style platform with the first and second wheels located at the four corners of the load platform. A lead vehicle hitch connection is configured to removably couple to a lead vehicle.

A vehicle system for an electrified vehicle, which implements a launch control mode to launch the electrified vehicle with a torque pre-load, includes an electric traction motor configured to selectively provide drive torque to wheels of the vehicle, a thermal system configured to cool the electric traction motor, a brake system to brake one or more of the vehicle wheels, and a controller having one or more processors. The controller is programmed to determine whether one or more vehicle conditions are satisfied, and apply a torque pre-load to the vehicle wheels via the electric traction motor, based on the vehicle conditions being satisfied, while the vehicle is at a standstill by braking the vehicle wheels with the brake system.

An electric traction axle / beam, e-axle / e-beam, (1) for a vehicle, comprising at least one electric machine (2), a pair of drive shafts (4', 4''), each connected to a respective wheel of the vehicle, and a transmission chain operationally connecting the electric machine (2) to the pair of drive shafts (4', 4''), the transmission chain comprising, operationally interposed in series between a first transfer system (5), at least one speed ratio change system (6), a second transfer system (7), a third transfer system (13) and a differential group (8), the drive shafts (4', 4'') being coaxial to a longitudinal axis (A) of the axle (1), the electric machine (2) insisting on an axis (A) parallel and distinct from the longitudinal axis (B), said electric machine (2) being carried by one of said drive shafts (4', 4'').

A mobile device (10) that can be connected to an OBD2 interface (9) of an electrically powered motor vehicle (1) is designed to read data relating to the state of charge of an electric traction battery (2) of the motor vehicle (1) from the motor vehicle (1) via the OBD2 interface (9) and to transmit it to an external device (12) outside the motor vehicle (1).

A locomotive has a power bus that provides power to components of the locomotive when operating in a motoring mode or a charging mode. A plurality of batteries, one or more traction motors, and a charging source are all connected to the power bus. The batteries are operable to provide power to the power bus when operating in the motoring mode, and to receive power from the power bus when operating in the charging mode. The traction motors are operable to receive power from the power bus when the locomotive is operating in the motoring mode. The charging source intermittently provides charging power to the power bus to charge the batteries when the locomotive is operating in the motoring mode or in the charging mode. The charging source is selectively activated and deactivated based at least in part on the state of charge of the batteries.