Abstract: The present invention discloses a method and apparatus for controlling a motor for an electric vehicle. The method and apparatus calculates the current acceleration ? of the motor according to the detected rotor position values in real-time, and if the current acceleration ? is greater than a predetermined forward acceleration ?0, the output torque of the motor is decreased. If the acceleration ? is less than a predetermined backward acceleration ?1, then the output torque of the motor is decreased. Thus, when the vehicle travels from a normal road surface to a smooth road surface, the decrease or increase output torque may suppress the abrupt speed variations.

Abstract: A clutchless transmission apparatus and control method thereof. The transmission apparatus comprises a motor (10) and a transmission (20), said motor (10) is connected to said transmission (20) and supplies power to said transmission (20) via an input shaft of the transmission (20), wherein said apparatus further comprises a control device (30), which is electrically connected to said motor (10) and said transmission (20), wherein said control device (30) is configured to determine whether a gear-position shifting is required based on rotation speed of said transmission (20), if a gear-position shifting is required, regulates torque of said motor (10) to control said transmission (20) to disengage, and then regulates the rotation speed of said motor (10) based on the rotation speed of said transmission (20) to control said transmission (20) to engage for shifting gear-position.

Abstract: A hybrid power drive system includes an engine, a first motor, a first clutch operatively coupled between the engine and the first motor, a first decelerating mechanism having an input portion operatively coupled between the first clutch and the first motor, where the input portion is configured to receive rotational power from the first motor and/or the engine. The first decelerating mechanism has an output portion operative to drive at least one first wheel, and a second motor is operatively coupled to at least one second wheel through a second decelerating mechanism. An energy storage device is coupled separately to the first motor and to the second motor. The engine, the first clutch and the first motor are connected in sequence, and the second decelerating mechanism and the at least one second wheel are connected in sequence. Various combinations of operating modes are provided to meet energy efficiency requirements and user power demands.

Abstract: A hybrid power driving system includes a planetary gear mechanism having a first rotating component, a second rotating component, and a third rotating component. The system also includes an electric motor operatively coupled to the first rotating component, a clutch, an internal-combustion engine operatively coupled to the first rotating component by the clutch, and a brake operatively coupled to the second rotating component and configured to control the second rotating component in a locked position or in an unlocked position. The third rotating component is operatively coupled to an output end to provide rotational power.

Abstract: A method and an apparatus for controlling output torque of a motor for an electric vehicle in downhill mode comprises following steps: detecting a tilt angle value ?, a current vehicle speed value V and an accelerator-pedal travel value Gain of the vehicle, determining whether the vehicle is in downhill mode or not, and if the result is positive, then calculating a downhill slip torque T1 of the vehicle under the tilt angle value ?, obtaining a maximum output torque T2, calculating an output torque T of the motor based on T1, T2, Gain and a given vehicle speed delimitative value Vref, and controlling the motor to output the calculated output torque T. The present invention ensures the vehicle speed not too high by controlling the output torque of an electric vehicle in downhill mode, even if the brake-pedal travel is zero.

Abstract: The present invention discloses a hybrid power output system for outputting the power to the wheel driving shaft, comprising an engine, a first motor, a second motor, a battery, a first clutch, a second clutch and a third clutch, wherein: the first motor and the second motor are connected electrically with the battery; the engine is connected to the first motor via the first clutch; the first motor is connected to a wheel driving shaft via the second clutch; the second motor is connected to the wheel driving shaft via the third clutch; the second clutch and the third clutch are arranged between the first motor and second motor. This hybrid power output system is compact in structure, can increase the power efficiency and reduce the fuel consumption, and can realize multiple drive modes.

Abstract: The present invention provides a hybrid power driving system comprising: a first subsystem designed to input/output power; a second subsystem designed to input/output power; a driving shaft designed to receive power from the first subsystem and/or the second subsystem or output power to the first subsystem and/or the second subsystem; and a tri-stated overrunning clutch designed to connect the first subsystem and the second subsystem, wherein the tri-stated overrunning clutch may be in an overrun state, an engaged state, or a disengaged state. The first subsystem and the second subsystem can comprise an engine, a motor, and a clutch, etc., respectively. In such a hybrid power driving system, when the tri-stated overrunning clutch is in the engaged state, the first subsystem and the second subsystem are coupled to each other and work together.

Abstract: A battery electrode sheet comprises a conductive substrate and an electrode material coated on at least a portion of the conductive substrate. The coated portion of the conductive substrate comprises a first region, a second region, and a transition region between the first and second regions. The electrode material on the first region has a first thickness; and the electrode material on the second region has a second thickness, which is smaller than the first thickness. The electrode material on the transition region has a thickness that decreases between the first and second regions.

Abstract: A battery spacer, a protection assembly for electric core, and a power battery are provided. The battery spacer comprises a spacer body. The spacer body comprises: a tab passing area located in a middle portion of the spacer body, the tab passing area being adapted to receive an end of an electric core of a battery; and receiving areas adjacent to ends of the tab passing area along the spacer body. The spacer body and the tab passing area provide an end wall, two side walls, and a top wall configured to surround each of the receiving area. At least one tab aperture is formed in the tab passing area and penetrates the spacer body.

Abstract: A lithium ion battery is provided comprising a shell, an electric core disposed in the shell with a space formed therebetween, and a non-aqueous electrolyte housed in the shell, in which the space is filled with a non-aqueous electrolyte resistant filler.

Abstract: A microporous film comprises a first component comprising a super high molecular weight polyolefin resin, wherein the weight-average molecular weight of the super high molecular weight polyolefin is about 1×106 to about 6×106. The microporous film also comprises a second component comprising a polyolefin resin, wherein the weight-average molecular weight of the polyolefin resin is less than about 5×105. A method of producing a microporous film comprises melting a first polyolefin resin which is a super high molecular weight polyolefin resin in a solvent to form a first mixture, and adding to the first mixture a second polyolefin resin having a weight-average molecular weight of the less than about 5×105 to form a second mixture.

Abstract: The present invention provides an apparatus and method for controlling an accelerator for electric vehicles. The method comprises steps of: acquiring an actual accelerator pedal depth value and a current vehicle speed; determining a maximum output torque of motor under the current vehicle speed based on the current vehicle speed; and controlling the output torque of motor in such a way that the growth rate of the output torque higher than that of the actual accelerator pedal depth value at the beginning and then closed to that of the actual accelerator pedal depth value during the actual accelerator pedal depth value growing. The invention makes the output torque grown rapidly within the shallow range of accelerator pedal depth, while makes the output torque grown closed to that of the accelerator pedal depth within the relative deep range of accelerator pedal depth.

Abstract: An electrochemical storage cell is disclosed. The cell includes a core having a cathode sheet, an anode sheet, and a separator sheet. The core is located snuggly within a shell having an open end. An end cap assembly is provided to close the open end. A terminal in electrical communication with one of the cathode sheet and the anode sheet extends through the end cap from an interior portion of the electrochemical storage cell to an external portion thereof. A protection cover that generally conforms to the outermost portions of the end cap assembly is provided and includes a first cover half having a first mating structure and a second cover half having a second mating structure for engagement with the first mating structure. The first and second cover halves are adapted for assembly with one another about the terminal.

Abstract: The present invention provides a clutch engaging control method in a hybrid power output device, wherein the device comprises an engine, a first motor, a clutch and a second motor that are connected in sequence, a battery, and a speed reducing mechanism and a drive shaft that are connected to the output end of the second motor; the method comprises: (a) detecting the rotation speed ?2 of the second motor and setting the rotation speed ?2 as the target rotation speed ?0 of the first motor, when the vehicle is driven by the second motor and the engine is required to be started to provide assistance to the second motor; (b) starting the first motor to drive the engine, and controlling the actual rotation speed ?1 of the first motor to be close to the target rotation speed ?0; (c) switching the state of the first motor from a driving motor to a power generator when the actual rotation speed ?1 of the first motor is approximately equal to the target rotation speed ?0; and (d) engaging the clutch.

Abstract: A battery system for storing electrical power and supplying electrical power to a vehicle is disclosed. The system includes multiple battery packs, each with a plurality of cells. The cells in each battery pack are electrically connected with one another and the multiple battery packs are also electrically connected with one another to combine the total energy output of the cells of the system. The electrical connections between at least some of the cells include a severable feature, whereby the electrical connection is severed locally at the severable feature in response to an impact force that is in excess of a predetermined magnitude and/or an overcurrent/overtemperature condition.

Abstract: A motor overload protecting method includes (a) detecting an instantaneous motor current value in real-time, calculating a current integral value in each of a corresponding integral period, and resetting the current integral value to 0 at an end of the integral period, (b) obtaining an overload coefficient according to the current integral value, which is greater than or equal to 0 and less than 1 when the current integral value is greater than or equal to a maximum motor current value, and is equal to 1 when the current integral value is less than the maximum motor current value, wherein the maximum motor current value is a maximum current integral value when the motor is in a non-overload condition; and (c) multiplying the instantaneous motor current value by the overload coefficient to obtain a new input current value, and operating the motor according to the new input current value.

Abstract: In one aspect, a battery comprises a battery main body, a protective jacket that surrounds the battery main body, and a cooling medium disposed between the protective jacket and the battery main body. In another aspect, a battery comprises a battery main body, a protective jacket that surrounds and connects to the battery main body, and a cooling medium disposed between the protective jacket and the battery main body. The cooling medium has a specific heat capacity of about 1-5 kJ kg?1K?1. In yet another aspect, a method for preparing a battery comprises providing a protective jacket, placing a battery main body in the protective jacket, and disposing a cooling medium between the protective jacket and the battery main body.

Abstract: A battery pack comprises a plurality of electrochemical cells and a housing. The cells have similar shape and size. The shape is a rectangular prism with opposing major faces. The cells are aligned in a stack along an axis of the pack so that one of the major faces of each cell contacts the major face of the adjacent cell. The housing comprises a top portion and a bottom portion. The top portion comprises a top plate and four side plates joined to the top plate so as to form a cavity with an opening. The cross-sectional area of the opening is at least slightly larger than the cross-sectional area of the stack, and the cross-sectional area of the cavity in a plane closer to the top plate is sized so that the stack fits snugly therein. The battery stack is disposed in the housing. The bottom portion closes the opening.

Abstract: A method for electroplating a substrate having an aluminum alloy surface comprises: applying a zinc layer onto the aluminum alloy surface; electroplating a first copper layer onto the zinc layer from an alkaline copper electroplating solution; electroplating a second copper layer onto the first copper layer from an acid copper electroplating solution; electroplating a Cu—Sn alloy layer onto the second copper layer from a Cu—Sn electroplating solution; and electroplating a chromium layer onto the Cu—Sn alloy layer from a trivalent chromium solution. The alkaline copper electroplating solution is substantially free of cyanide ion.

Abstract: A method for forming an embossed holographic pattern comprises the following steps: A. recording the required pattern onto a photo-sensitive plate by means of laser holography to produce an optical mask plate for the holographic pattern; B. duplicating the laser holographic information on the optical mask plate onto a metal plate, to produce a metal plate for the holographic pattern; C. transferring the laser holographic pattern on the metal plate onto an information layer on a water soluble film, to form an embossed holographic water transfer printing film; D. carrying out a cubic water transfer printing on the surface of a base material by using the embossed holographic water transfer printing film, to form the holographic pattern on the surface of the base material. With the method for forming the embossed holographic pattern according to the present invention, a holographic pattern can be formed on the surface of work-piece having a complex shape.