Abstract: A battery (100) and a battery pack having the same, and an electric vehicle are disclosed. The battery (100) includes: a housing; a cover plate (30) located at an end of the housing; a terminal (40) disposed on the cover plate (30); a pole core (10) located inside the housing and having a tab (20), at least one part of the tab (20) being connected to the terminal (40); and an insulating spacer (50) covering one side that is of the at least one part of the tab (20) and that faces away from the terminal (40).

Abstract: The present disclosure discloses an electric assembly and a vehicle having the same. The electric assembly includes: a box assembly; a motor, disposed in the box assembly; a transmission, disposed in the box assembly, where the transmission is power-coupled to the motor; and a controller, disposed outside the box assembly, and fixedly connected to the box assembly.

Abstract: A steering column includes a steering shaft, a fixing bracket, a first cylinder, a second cylinder, an angle adjustment motor, an angle adjustment screw-nut assembly, a linkage assembly, a height adjustment motor, and a height adjustment screw-nut assembly, where the second cylinder is slidably sleeved with the first cylinder, the steering shaft runs through the first and second cylinders, the steering shaft includes an upper shaft and a lower shaft that are in splined connection, the upper shaft is supported in the second cylinder through a first bearing, the lower shaft is supported in the first cylinder through a second bearing, the first cylinder is hinged to the fixing bracket, the angle adjustment motor can drive the first cylinder to rotate relative to the fixing bracket, and the height adjustment motor can drive the second cylinder to axially move relative to the first cylinder.

Abstract: The invention provides a signal redundancy control system. The system includes multiple first signal collecting devices, second signal collecting devices and a controller, wherein the multiple first signal collecting devices are configured to collect the dynamic information of default devices where the first signal collecting devices are located in real time; one second signal collecting device corresponding to each of the first signal collecting devices is disposed on each default device, and is configured to collect the dynamic information of the default device where the second signal collecting device is located in real time; the controller is configured to determine whether the first signal collecting devices include fault information or not, and positions each default device according to the dynamic information acquired by the first signal collecting devices or the second signal collecting devices.

Abstract: An integrated controller (A) for a vehicle, and a vehicle (B), where the integrated controller (A) includes a box body (10), a high-voltage power distribution module (900) disposed in the box body (10), and a left driving motor controller (300), a right driving motor controller (400), an air compressor motor controller (500), a steering motor controller (600), and a DC-DC voltage converter (700) that are all connected to the high-voltage power distribution module (900); and the box body (10) is provided with a plurality of input/output interfaces corresponding to the high-voltage power distribution module (900), the left driving motor controller (300), the right driving motor controller (400), the air compressor motor controller (500), the steering motor controller (600), and the DC-DC voltage converter (700).

Abstract: A vehicle body structure and a vehicle are provided. The vehicle body structure includes a front longitudinal beam, a front compartment crossbeam, and a floor front crossbeam. The front longitudinal beam includes a left front longitudinal beam and a right front longitudinal beam that are disposed at an interval in a transverse direction. The front longitudinal beam is provided with a body section and a downward bent section connected to a rear end of the body section. The front compartment crossbeam is connected to the downward bent section of the left front longitudinal beam and the right front longitudinal beam, and is at least partially located below the body section. The floor front crossbeam is located behind the front compartment crossbeam at an interval, and is connected to the front longitudinal beam.

Abstract: This disclosure discloses a braking-recovery system and method for a train, and a train. The system includes: a traction network, a train, and an energy storage power station. The energy storage power station is connected to the traction network, the energy storage power station includes a second controller, and the second controller controls the energy storage power station according to the voltage of the traction network to perform charging or discharging.

Abstract: A stator assembly, a motor, and a vehicle are disclosed. The stator assembly includes: a cylindrical stator core, where multiple stator slots spaced out along a circumferential direction of the stator core exist on the stator core; and a stator winding, where the stator winding includes multiple conductor segments. Each conductor segment includes an intra-slot part disposed in a stator slot of the stator core, and a first end and a second end that are disposed outside the stator core. The intra-slot part is connected between the first end and the second end, and the second ends of the multiple conductor segments form a welding end. All lead-out lines of each phase of the stator winding are located on the welding end.

Abstract: A turnout includes a fixed beam, and a first and a second movable beams respectively on two opposite sides of the fixed beam. The fixed beam is arranged on a turnout platform. The first movable beam is movably arranged on the turnout platform between a first and a second positions. The second movable beam is movably arranged on the turnout platform between a third and a fourth positions. When the first movable beam is at the first position, the second movable beam is at the third position, the first movable beam is separated from the fixed beam, and the second movable beam and the fixed beam form a first passage; when the first movable beam is at the second position, the second movable beam is at the fourth position, the second movable beam is separated from the fixed beam, and the first movable beam and the fixed beam form a second passage.

Abstract: A temperature regulating system of an in-vehicle battery is disclosed in the present disclosure. The system includes: a heat exchanger; an in-vehicle air conditioner, where the in-vehicle air conditioner is provided with an air conditioner vent, a first air duct is formed between the air conditioner vent and the heat exchanger, a semiconductor heat exchange module, where a second air duct is formed between a cooling end of the semiconductor heat exchange module and the first fan, and a third air duct is formed between the cooling end of the semiconductor heat exchange module and a compartment; a battery thermal management module, where the battery thermal management module is connected to the heat exchanger to form a heat exchange flow path; and a controller, connected to the semiconductor heat exchange module, the battery thermal management module, and the in-vehicle air conditioner.

Abstract: A positioning system and method for a monorail train are disclosed. The system includes: a first beacon, laid on one side of an up-going rail; a second beacon, laid on one side of a down-going rail, the first beacon and the second beacon being laid asymmetrically; a first beacon antenna and a second beacon antenna, the first beacon antenna being provided at a front carriage of the monorail train, the second beacon antenna being provided at a rear carriage of the monorail train, and the first beacon antenna and the second beacon antenna being provided on two opposite sides of the monorail train; and a positioning device, configured to acquire beacon data read by the first beacon antenna and beacon data read by the second beacon antenna and to determine a running direction and position information of the monorail train according to the beacon data read by the first beacon antenna and the beacon data read by the second beacon antenna.

Abstract: A battery cover plate assembly, a cell, a battery module, a power battery and an electric vehicle are provided. The battery cover plate assembly includes a cover plate, a first pole, a second pole, a flipping member, a scored member, a first conductive member and a telescopic assembly. The second pole includes an upper pole and a lower pole spaced apart from each other. The flipping member is configured to turn over under the action of gas pressure inside the battery and push, by means of the telescopic assembly, the first conductive member to move to break a score, so as to electrically disconnect the upper pole from the lower pole.

Abstract: This application discloses a rotating mechanism for a display terminal and a vehicle having the same. The rotating mechanism includes: a mounting unit, a clutch unit, and a drive unit, the mounting unit being configured to mount a display terminal, the clutch unit including a first engaging portion and a second engaging portion, the first engaging portion being connected to the mounting unit, and the drive unit having a power output member capable of outputting torque, the power output member being detachably connected to the second engaging portion and capable of transmitting torque, and the first engaging portion and the second engaging portion being in power coupling connection.

Abstract: A current interrupt apparatus and a flipping member thereof, a battery cover plate assembly, a cell, a battery module, a power battery, and an electric vehicle are provided. The flipping member is to be electrically connected to a score member, and can act under an effect of air pressure to break a score on the score member so as to cut off the electrical connection to the score member. A first connection region to be electrically connected to the score member and a second connection region to be electrically connected to an outer electrode terminal of a battery are formed on the flipping member. A deformation cushion region is further formed on the flipping member. The deformation cushion region is disposed between the first connection region and the second connection region and around the first connection region.

Abstract: An apparatus includes a suspension system, a bogie frame with the same, and a rail vehicle. The suspension system includes a vehicle body connecting seat, an elastic component, a transverse damper and a vertical damper. The vehicle body connecting seat is positioned above the elastic component and is connected to the elastic component, and the transverse damper and the vertical damper are respectively hinged to the vehicle body connecting seat and are perpendicular to each other.

Abstract: A train door control method and system are provided. The train door control method includes: acquiring a first train identifier and a second train identifier when multiple trains park in a platform at the same time, a door of a first train to which the first train identifier belongs being to be opened at a current time point, and a second train to which the second train identifier belongs being a train arranged behind the first train, which enters the platform and parks in the platform; and controlling the opening and closing of the door of the first train and a door of the second train at different time points respectively according to the first train identifier and the second train identifier.

Abstract: A DC-DC converter includes: a first three-phase bridge module, a resonance module, a second three-phase bridge module, and a controller. The second three-phase bridge module is configured to: adjust frequency of an input signal of a battery module during discharging; and in a light load mode, the controller is configured to: control the first three-phase bridge module to switch to a two-phase bridge arm input or a one-phase bridge arm input and the second three-phase bridge module to switch to a two-phase bridge arm output, and control the second three-phase bridge module to switch to a two-phase bridge arm input or a one-phase bridge arm input and the first three-phase bridge module to switch to a two-phase bridge arm output during discharging, thereby reducing a switch loss in the light load mode.

Abstract: A train overspeed protection method includes: acquiring, when emergency braking is triggered for a train, an initial speed limit location point of each speed limit region among a preset number of speed limit regions, and a first speed limit value corresponding to each initial speed limit location point so as to obtain a plurality of first speed limit values; acquiring a current traveling location point of the train and a corresponding second speed limit value, and acquiring a current traveling speed of the train; determining a plurality of decelerations of the current traveling speed relative to each first speed limit value, selecting a deceleration satisfying a preset condition from the plurality of decelerations, and determining the initial speed limit location point corresponding to the deceleration satisfying the preset condition as a target speed limit location point; determining an emergency braking speed according to a relative deceleration of the second speed limit value relative to the first speed li

Abstract: The present disclosure provides a method for obtaining an area speed limit value. The method includes: mapping, to a coordinate system, a track section on a train running line in electronic map data; respectively storing, into a temporary speed limit information list and a constant speed limit information list in a one-to-one correspondence mode, speed limit data of a temporary speed limit and speed limit data of a constant speed limit of the train in the track section according to coordinates of the track section in the coordinate system; combining speed limit data in the temporary speed limit information list with speed limit data in the constant speed limit information list to obtain a strictest speed limit list of the train; and obtaining, by searching the strictest speed limit list, a strictest speed limit value of an area corresponding to a real-time coordinate position of the train.