2643 results about "Powertrain" patented technology

The invention relates to the technical field of new energy pipelines, in particular to an anti-cracking hydrogen-doped pipeline system and a performance degradation monitoring method thereof. The hydrogen-doped pipeline system comprises a pipeline assembly, a supporting assembly, an operation assembly, a power assembly, a storage battery pack, a system control cabinet and a power generation assembly, the phenomena of hydrogen permeation and gas stratification are effectively inhibited through innovative pipeline structure design and material optimization in the system level, the hydrogen embrittlement risk is reduced from the source, and the energy consumption is reduced. According to the method, the hydrogen atom diffusion tracking and crack initiation prediction are combined, and a multi-scale collaborative monitoring system is constructed, so that the whole-process monitoring from hydrogen atom diffusion tracking to crack initiation prediction is realized, and particularly, a quantum dot marking technology is combined with a traditional sensing network, so that the service life of the pipeline can be effectively prolonged, and the reliability and the maintenance efficiency of safety monitoring are improved.

A direct current fast charging (DCFC) control system for a range extended electrified vehicle (REEV) includes a set of DCFC connectors electrically connecting a high voltage battery system of an electrified powertrain of the REEV to a charging port of the REEV and a control system configured to determine an ambient temperature external to the REEV, access a temperature model configured to model a temperature associated with the set of DCFC connectors, wherein the temperature model accounts for heat energy generated by an engine of the electrified powertrain, determine, using the temperature model, a modeled temperature associated with the set of DCFC connectors, and control, based on the ambient temperature and the modeled temperature associated with the set of DCFC connectors, a DCFC current provided by an external DCFC station to a high voltage battery system via a charging port and the set of DCFC connectors.

An undercarriage, a middle large rotor and a middle large motor are connected to the lower portion of a fuselage body and sequentially connected to the top of a middle small tower, and the right front portion, the left front portion, the left rear portion and the right rear portion of the fuselage body are correspondingly connected with a right front fuselage arm, a left front fuselage arm, a left rear fuselage arm, a right rear fuselage arm and a power assembly. The connecting line of the rotating centers of the rotors of the four power assemblies is square or rectangular, the rotating directions of the rotors of the power assemblies at the same opposite angles are the same, the rotating directions of the rotors of the power assemblies at different opposite angles are opposite, and the rotating faces of the two rotors opposite to the middle large rotor in rotating direction incline around the axes of the respective arms. The included angle between the rotating surfaces of the two rotors and the horizontal plane is an acute angle beta, the rotating surfaces of the two rotors with the same rotating direction as the middle large rotor incline around respective arm axes, the included angle between the rotating surfaces of the two rotors and the horizontal plane is an acute angle theta, beta is larger than theta, the reaction torque and the horizontal component torque of the rotors jointly drive the aircraft to steer, and the aircraft has the advantages of being long in endurance time, large in load and high in wind resistance. And a universal flight platform is formed.

The invention relates to the technical field of torque converters, in particular to a hydrodynamic transmission power chain optimization method and system.The method comprises the steps that a hydrodynamic torque converter parameterized geometric model is built, and a pump impeller blade outflow angle, a guide wheel runner input / output angle, turbine blade geometric parameters and the relative position of a pump impeller and a turbine are set as design variables; based on CFD three-dimensional flow field simulation, a k-epsilon model is adopted for rapid analysis, an SST model is adopted for transient simulation, and simulation data under different variable combinations are obtained; training a BP neural network by using the simulation data, inputting each design variable, and constructing a multi-target optimization model with maximization of efficiency and minimization of noise as targets; a design variable combination is selected in the Pareto optimal solution set, a model is reconstructed, and an optimized hydraulic torque converter is obtained; according to the method, the problems that the design optimization efficiency of the hydraulic torque converter is low, the parameter adjusting period is long, and good compromise between the transmission efficiency and noise suppression is difficult to obtain can be solved.

An electric vehicle and a powertrain for an electric vehicle are disclosed. According to an embodiment, an electric vehicle includes a steering system with a steering column, and a battery pack having a battery enclosure and a plurality of battery modules housed within the battery enclosure. The battery enclosure defines a slot that extends from at least a top surface of the battery enclosure to receive the steering column.

The invention relates to the technical field of automobile energy supply, in particular to a solid hydrogen storage-fuel cell integrated power assembly system based on dual-mode hydrogen supply, which comprises a hydrogen supply path identification module, a hydrogen storage unit state monitoring module, a linkage path switching module, a fuel cell load matching module and a safe hydrogen discharge regulation and control module. According to the method, the hydrogen supply pressure difference value is obtained by dynamically comparing the pressure of the cavity of the hydrogen storage tank with the pressure of the hydrogen inlet of the fuel cell, the current hydrogen supply path state can be accurately recognized in the early stage, rapid judgment of the hydrogen supply mode and accurate control of path switching are achieved, whether the risk of hydrogen supply interruption exists or not can be effectively screened, and the reliability of hydrogen supply is improved. The switching reliability of a hydrogen supply channel is improved through cross comparison of key state signals of a main channel and a standby channel, and instant response and energy consumption optimization of hydrogen discharge safety regulation and control are guaranteed through a linkage feedback mechanism between the hydrogen concentration change rate in unit time and catalytic converter control power.

The invention relates to the technical field of new energy automobile electric control, and discloses a torque compatible intelligent matching system and method for a new energy automobile, and the system comprises a parameter pre-storage module, an EOL configuration module, a dynamic selection module, a data collection module, a torque calculation module, and an execution output module. A driving system configuration identifier is written in through a vehicle production line EOL terminal to realize hardware adaptation selection; an eagle optimization algorithm is innovatively integrated and improved to construct a historical driving database, an output proportion table is periodically adjusted to improve the driving smoothness, and meanwhile a supplier batch compensation mechanism is established to solve the hardware tolerance problem; fault grading processing is achieved through parameter table dual redundancy check, and torque distribution efficiency is continuously optimized in combination with a full-life-cycle closed-loop self-learning module. According to the scheme, the development cost adaptive to different power systems is reduced, and the core pain points of poor multi-source hardware compatibility, weak working condition adaptability and extensive energy efficiency management of the new energy automobile are solved.

The present application provides a stator core for cooling a winding end, a motor, a powertrain, and an electric vehicle. The stator core comprises a plurality of stator laminations, and the plurality of stator laminations are sequentially arranged adjacently in the axial direction of the stator core to form at least part of the stator core. Each stator lamination comprises a central hole and a plurality of cooling holes, and the cooling holes are arranged at intervals between the central hole and the outer peripheral surface of the stator lamination. The plurality of stator laminations comprise a first lamination and a second lamination arranged adjacent to each other, and each cooling hole of the first lamination is used for being communicated with one cooling hole of the second lamination and used for cooling a stator winding end so as to form a channel for a cooling medium to flow. In at least one direction of the radial direction or the circumferential direction of the stator core, each cooling hole of the first lamination is eccentrically arranged relative to one corresponding cooling hole of the second lamination communicated with the cooling hole of the first lamination. The stator core can reduce the cross-section of the channel for the cooling medium to flow and improve the flow speed of the cooling medium.

The present disclosure relates to a powertrain for a work machine (50). The powertrain (100) comprises a first prime mover (10), a second prime mover (12), a set of first gears (14a, 14b), a set of second gears (16a, 16b), an engaging unit (24), and an actuator (26). The first prime mover (10) configured to engage a first shaft (18). The second prime mover (12) configured to engage a power take off (PTO) shaft (20). The first gears (14a, 14a) mounted on the first shaft (18) and the second gears (16a, 16b) mounted on the PTO shaft (20). The actuator (26) configured to be in communication with the engaging unit (24), and further configured to selectively displace the engaging unit (24) from the idling configuration to the engaging configuration to engage with one of the second gears (16a, 16b). Advantageously, the engaging unit (24) facilitates the coupling of the second prime mover (12) with the first prime mover (10); therefore the powertrain (100) provides the desired torque to meet the requirements.

An aircraft system includes an electrified powertrain having a first power module and a second power module. The aircraft system further includes a thermal management system having a thermal fluid loop for conveying a thermal fluid. The first power module and the second power module are in thermal communication with the thermal fluid loop. The thermal management system further includes a heat exchanger in thermal communication with the thermal fluid loop upstream of the first power module and the second power module such that the thermal fluid from the heat exchanger is partitioned between the first power module and the second power module.

A control system for an electrified powertrain of an electrified vehicle includes a set of sensors configured to monitor a set of operating parameters of the electrified vehicle, each operating parameter of the set of operating parameters being related to the enablement / disablement of a power dissipation mode of the electrified powertrain and a control system configured to receive, from the set of sensors, the set of operating parameters, determine whether to enable / disable the power dissipation mode of the electrified powertrain based on the set of operating parameters, and determine a target power dissipation for the electrified powertrain and, when the power dissipation mode is enabled, control a set of power dissipation systems to achieve the target power dissipation and thereby reduce a thermal load on a friction brake system of the electrified vehicle.

The power assembly comprises a shell, the heat exchanger, an oil pump, a temperature control valve, a first oil way and a second oil way, the shell comprises a speed reducer containing cavity, the speed reducer containing cavity is used for containing a gear set of a speed reducer, and an inlet of the oil pump is used for communicating with the speed reducer containing cavity; the first oil way and the second oil way are connected between an outlet of the oil pump and the speed reducer containing cavity in parallel. The heat exchanger is used for cooling the cooling oil in the first oil way. The temperature control valve is used for controlling the flow ratio of the first oil way to the second oil way. The first oil way where the heat exchanger is located is shunted and connected in parallel through the temperature control valve and the second oil way, low-temperature lubrication can be rapidly achieved, oil stirring losses of a speed reducer gear set are reduced, and the efficiency of a power assembly is improved.

The invention provides a motor bearing monitoring method and system, computer equipment, a medium and a vehicle, and the method comprises the steps: obtaining a motor bearing signal, and carrying out the state monitoring of a motor bearing based on the signal value reduction amount and the signal waveform of the motor bearing signal in a preset time period, and dynamically adjusting the lubricating oil flow of the motor bearing according to the state monitoring result of the motor bearing. The motor bearing signal comprises motor bearing current, and the state monitoring result of the motor bearing comprises that the lubricating oil flow of the motor bearing at the current moment is smaller than preset lubricating oil flow. The state of the motor bearing can be monitored in real time according to the motor bearing signal, the lubricating oil flow of the oil pump can be dynamically adjusted according to the state monitoring result of the motor bearing, and therefore precise lubrication and protection of the motor bearing are achieved. The lubricating oil flow of the oil pump can be dynamically adjusted, the lubricating efficiency of the motor bearing is improved, the operation power consumption of a power assembly is reduced, and meanwhile the service life of the motor bearing can be prolonged.

A method for generating an optimized regional architecture for efficient national transport is provided. The method integrates vehicle powertrain architectures, operations logistics, and energy pathways to optimize both behind-the-fence and public access energy dispensing solutions supported by local distributed energy resource equipment and centralized fuel sourcing. More specifically, the method provides an optimal regional architecture for electrified national transport modeling. The method assimilates critical data for seasonal operating scenarios to provide a regional specific constrained-optimal infrastructure deployment solution. As discussed herein, the present invention provides local government agencies, industry end users, energy suppliers, and equipment providers with a flexible planning tool to navigate the deployment of electrified freight transportation systems in view of localized constraints.

An electric vehicle and a powertrain for an electric vehicle are disclosed. According to an embodiment, an electric vehicle includes a suspension system, a seat, a steering system, an electric motor and a battery pack. The battery pack includes one or more battery modules to provide power to the electric motor and a battery enclosure housing the one or more battery modules. The battery enclosure is a structural element of the electric vehicle to receive loads from at least two of the suspension system, the seat and the steering system.

To provide a vehicle powertrain structure capable of ensuring safety during a vehicle collision, a vehicle includes a drive system, a battery, and an inverter. The drive system has a motor for travel of the vehicle and a motor housing formed of a conductive material. A direct current (DC) connector, to which a wire extending from the battery is connected, is disposed in a rear wall portion of the battery housing. The motor housing accommodates DC bus bars that connect the DC connector and a circuit section of an inverter and an auxiliary machine wire that connects between the DC connector and an electric compressor mounted on the vehicle. A junction box in which the auxiliary machine wire is branched from the DC bus bars is arranged in a rear space behind a motor accommodation space that accommodates a stator and a rotor of a motor.

A powertrain for an aerial vehicle may include a mechanical power source and an electric power generation device mechanically coupled to the mechanical power source. The powertrain further may include an electric motor electrically coupled to the electric power generation device. A first propulsion member may be mechanically coupled to the mechanical power source and configured to provide a first thrust force. The powertrain also may include a second propulsion member mechanically coupled to the electric motor and configured to provide a second thrust force. A vehicle controller may be provided and configured to at least partially control aerial maneuvering of the aerial vehicle, and cause supply of a first portion of the mechanical power to the first propulsion member and a second portion of the mechanical power to the electric power generation device based at least in part on at least one characteristic associated with maneuvering of the aerial vehicle.

A network control method for improving energy consumption by an electrified vehicle during ignition-off involves a supervisory controller configured to control a propulsion system or electrified powertrain of the electrified vehicle and a security gateway (SGW) module. The supervisory controller and the SGW module are each connected to a controller area network (CAN) of the electrified vehicle and the CAN includes a plurality of buses. When one of a plurality of conditions exist to keep one or more of the plurality of buses of the CAN awake during an ignition-off period, the supervisory controller sends a signal to the SGW module that causes it to only communicate on a specific set of buses of the plurality of buses of the CAN to thereby reduce energy consumption of components on the CAN that would have otherwise been awoken by the SGW module.

Land vehicles are disclosed. A land vehicle includes a chassis, a plurality of wheels, a first powertrain unit, and a second powertrain unit. The chassis includes a front suspension subframe assembly and a rear suspension subframe assembly spaced from the front suspension subframe assembly in a longitudinal direction. The plurality of wheels includes a pair of front wheels supported by the front suspension subframe assembly and a pair of rear wheels supported by the rear suspension subframe assembly. The first powertrain unit is supported by the front suspension subframe assembly and coupled to the pair of front wheels. The second powertrain unit is supported by the rear suspension subframe assembly and coupled to the pair of rear wheels.

Disclosed is a drive arrangement for a tractor. In one example, the drive arrangement includes a first powertrain, a power take-off for driving a coupled attachment unit, and / or including a pump power take off for driving at least one hydraulic pump. A second powertrain has a vehicle transmission with at least one transmission output for driving at least one vehicle axle. A first electric machine can be coupled in terms of drive to the first powertrain. A second electric machine can be coupled in terms of drive to the second powertrain.

The vehicle body structure comprises a front wall cross beam assembly and a middle channel, the front wall cross beam assembly comprises a coaming area, a cross beam body and a front wall lower plate which are sequentially connected from top to bottom, the middle channel is located on the rear side of the front wall lower plate and fixedly connected with the front wall lower plate, and the vehicle body structure further comprises a reinforcing structure, the front wall beam assembly is fixedly connected with the rear side face of the front wall beam assembly and fixedly connected with the middle channel. The energy absorption structure protrudes out of the front side face of the front wall lower plate and is fixedly connected with the front wall lower plate. The projections of the energy absorption structure and the middle channel in the X direction of the vehicle body are at least partially overlapped. According to the vehicle body structure, the front wall cross beam assembly is supported through the middle channel, and the supporting strength of the front wall cross beam assembly is improved. By means of the energy absorption structure, when the front portion of the vehicle collides, energy absorption and buffering effects can be directly achieved on devices such as a power assembly in the cabin in a targeted mode, the entering amount of the devices such as the power assembly in the cabin in a passenger compartment is reduced, and the problems that the invasion amount of a front wall is too large, and the collision resistance of the whole vehicle is poor are solved.

According to the pure electric underground dumper power assembly suspension structure, a dumper power assembly comprises a traction motor and a gearbox, the gearbox is connected with a dumper frame through a first suspension mechanism, and the traction motor is connected with the dumper frame through a second suspension mechanism; the first suspension mechanism comprises first frame end mounting seats fixed to the inner sides of frame edge beams on the two sides of the gearbox and a first equipment end mounting seat arranged between the first frame end mounting seats on the two sides. The second suspension mechanism comprises second equipment end mounting seats fixed to the two sides of the traction motor respectively and second frame end mounting seats fixed to the inner sides of the two frame edge beams respectively, the second equipment end mounting seats correspond to the second frame end mounting seats, and second vibration reduction assemblies are arranged between the second equipment end mounting seats and the second frame end mounting seats. The mounting seat is simple and reliable in structure, convenient to mount and high in space utilization rate; each supporting point of the power assembly is provided with an anti-vibration pad, vibration can be effectively isolated, and the torsional vibration influence of the power assembly is reduced.

The embodiment of the invention provides a power module, communication equipment, a motor driver, a power assembly and a vehicle, the power module comprises an electronic device, the power module can effectively shorten the length of a heat dissipation path for heat dissipation of the electronic device, the heat dissipation efficiency of the electronic device is improved, and it is guaranteed that heat generated by the electronic device is conducted out in time. The power module comprises a first bottom plate, a first heat dissipation bonding pad and a first electronic device, the second surface is concave inwards to form a first heat dissipation blind groove, the first heat dissipation bonding pad has a first orthographic projection on the first surface, the first heat dissipation blind groove has a second orthographic projection on the first surface, and the first orthographic projection of the first heat dissipation bonding pad is greater than the second orthographic projection of the first heat dissipation blind groove. The first orthographic projection and the second orthographic projection at least partially coincide.

The present application provides an oil-cooled powertrain and an electric vehicle. The oil-cooled powertrain includes a reducer, a motor, and an oil pipe. The reducer includes a reducer input shaft, and the motor includes a motor shaft. The reducer input shaft is fixedly connected to the motor shaft, and the motor shaft is used to transmit power to the reducer input shaft. The reducer input shaft includes a reducer shaft cavity, and the reducer shaft cavity is used to accommodate the oil pipe and a part of the motor shaft. The oil pipe is relatively fixed to the reducer input shaft. The motor shaft includes a motor shaft cavity, and the oil pipe is used to convey cooling oil to the motor shaft cavity. Along the axial direction of the motor, the reducer shaft cavity penetrates through the reducer input shaft, and the motor shaft cavity penetrates through the motor shaft. The oil pipe and the motor shaft are arranged along the axial direction of the motor, and the oil pipe is communicated with the motor shaft cavity. By arranging the oil pipe in the reducer shaft cavity in the present application, the cooling oil is conveyed from the reducer to the motor, expanding the coverage range of the cooling oil in the oil-cooled powertrain, which is beneficial to improving the cooling efficiency.

The invention relates to the technical field of vehicle power systems, in particular to a solid hydrogen storage device containing a low-temperature cold-start hydrogen storage cylinder and a fuel cell collaborative power assembly, and the device comprises a heat flow modulation module, a balance driving module, a release coordination module, a power matching module and a power assembly control module. In the hydrogen storage process, through real-time linkage judgment of the interface temperature difference and the heat flux change, directional feedback of energy in different areas is achieved, the stable hydrogen release condition of the hydrogen storage material is maintained, differentiated distribution is conducted on heating power according to the heat flux density deviation, invalid energy consumption and local energy accumulation are avoided, and the energy storage efficiency is improved. Dynamic balance is constructed between the hydrogen release rate and the phase change medium energy absorption rate, the hydrogen supply process is corrected through filtering estimation, the release flow is more stable and controllable, finally, the hydrogen supply stability and the load requirement are combined in the power output link, dynamic matching of the galvanic pile power and the external working condition is achieved, and the energy efficiency is improved. And the response flexibility and the energy conversion efficiency of the power system are improved.

A towing vehicle and the trailer include respective batteries and electric powertrain for propulsion. A connector system connects the vehicle and trailer via a plurality of conductors, a plug, and a socket including at least seven connector pins. Due to the wire gauge, each conductor carries no more than 20 amps. When a driving state is detected, a first switch matrix in the vehicle and a second switch matrix in the trailer enter a first configuration to connect a plurality of light sources in the trailer to a lighting signal generator in the vehicle. When a charging state is detected, a second configuration of the switch matrices is entered in order to carry a charging current which is divided in parallel among a plurality of conductors in the connector system and then recombined in order to provide a charging current greater than 20 amps.

Examples provide electric propulsion systems; such a system comprising: a. a nacelle comprising an aerodynamic annular housing defining an internal annular volume and defining an inner duct, b. at least one fan stage comprising a fan bearing a plurality of aerodynamic surfaces / blades to generate thrust mounted within a fan shroud, and c. a powertrain comprising at least one electric motor to drive the fan shroud and at least one electrical power source to power the electric motor; and d, wherein i. the fan shroud is disposed within the inner duct, ii. at least part of the powertrain is disposed within the internal annular volume, iii. the at least one electric motor is disposed within the central hub and iv. the hub-to-tip ratio is between 0.1 and 0.4, preferably, between 0.2 and 0.3.

A method of oil pre-conditioning for an electric powertrain for a vehicle configured to provide electric propulsion of the vehicle, said electric powertrain comprising the first electric motor being linked to the first gear module, a secondary shaft being linked to the second gear module, the second electric motor being linked to the third gear module through a motor shaft, the differential being shared by both electric motors,The electric powertrain is surrounded by an oil. The method includes the steps of selecting an oil pre-conditioning configuration wherein the secondary shaft does not rotate and at least one of the first electric motor or the second electric motor rotates while the other is in driving mode leading to the heating of the oil to reach a threshold temperature and applying the selected oil pre-conditioning configuration.

A vehicle includes a plurality of ground engaging members and a frame supported by the ground engaging members. A powertrain and a utility or cargo bed are supported by the frame. The cargo bed comprises a first wall extending generally longitudinally and a second wall extending generally longitudinally, and the second wall is laterally spaced from the first wall. The cargo bed further comprises a bed floor extending between the first wall and the second wall and a tailgate. The vehicle further comprises a drain coupled to a rearward portion of the utility bed and the drain is configured to direct fluid from the bed floor to a position rearward of the bed floor and away from at least a portion of the powertrain.

An example computer implemented method includes receiving a plurality of optimization variables; receiving a cost function representing a vehicle system, where the cost function includes a plurality of weights assigned to the plurality of optimization variables; decomposing the cost function into a plurality of problems; and generating a solution to the cost function by solving the plurality of problems. An example system includes a vehicle powertrain and a computing device configured to receive a plurality of optimization variables; receive a cost function representing a vehicle system, where the cost function comprises a plurality of weights assigned to the plurality of optimization variables; decompose the cost function into a plurality of control problems; generate a solution to the cost function by solving the plurality of control problems; and control the vehicle powertrain based on the solution to the cost function.