Abstract: The present disclosure discloses a split-type electromagnet, wherein the split-type electromagnet comprises a housing and an iron core, the housing and the iron core are of a split type, wherein the iron core is fixed within the housing after the coil has been wound on the iron core, and the housing is a cylindrical body or an ellipsoidal body or a cross section of the housing is a sector-shaped ring or a rectangular ring. Compared with the integrated type of the housing and the iron core in the prior art, the winding of the coil of the electromagnet is more convenient. Furthermore, when the cross section of the housing of the electromagnet is a sector-shaped ring, a plurality of electromagnets are combined to form an electromagnet unit, and when the space is restricted, the electromagnet unit may be used to complete the electromagnetic attraction.

Abstract: An engine-and-electric-machine assembly, including an engine (8) and an electric machine (9). The crankshaft (7) of the engine has an extension section (7-3) that extends to the exterior of the engine, and the rotor (3) of the electric machine is mounted to the extension section. The present disclosure improves the integration level of the engine-and-electric-machine assembly, and reduces the weight and volume of the engine-and-electric-machine assembly. A vehicle driving device including the engine-and-electric-machine assembly is also disclosed.

Abstract: A vehicle drive assembly with transverse dual-power-source, comprising two power sources and an automatic transmission. The automatic transmission has a first input shaft and a second input shaft, and the two power sources are respectively connected to the two input shafts; a first intermediate shaft is provided parallel to the first input shaft, a second intermediate shaft is provided coaxial with the first input shaft, a third intermediate shaft is provided coaxial with the first intermediate shaft, and a first gear and a second gear on the first intermediate shaft are in engaged transmission; a third gear shaft and a fourth gear on the second intermediate shaft are in engaged transmission; and a fifth gear and a sixth gear on the third intermediate shaft are in engaged transmission, and the sixth gear is simultaneously in engaged transmission with a seventh gear on a differential.

Abstract: A coaxial propulsion system is provided, which comprises a housing, and two or more electric motors provided in the housing, wherein the electric motors share one common shaft. At least one of the two or more electric motors is a permanent-magnet synchronous motor, an asynchronous motor or a switched reluctance motor, and of different efficiency maps. The system can improve the power density and system efficiency of propulsion system while maintaining high performance output, to enhance the integration level, and reduce size, weight and cost.

Abstract: A drive assembly is provided with an automatic transmission, comprising a first input shaft, a first power source is connected to the first input shaft, an output shaft, and an intermediate shaft; a first stage of deceleration gear train is mounted through the first input shaft and the intermediate shaft, an Nth stage of deceleration gear train is mounted through the intermediate shaft and the output shaft, and N?2; and a second input shaft is provided parallel to the intermediate shaft or the output shaft, a second power source is connected to the second input shaft, a driving gear on the second input shaft is engaged with any the second stage to the Nth stage, and the power of the second power source is transmitted to the output shaft via the one stage of deceleration gear train.

Abstract: A transverse vehicle drive assembly, wherein the transverse vehicle drive assembly comprises a first power source and an automatic transmission (10), a first intermediate shaft (31) is provided parallel to a first input shaft (21) of the automatic transmission (10), a second intermediate shaft (32) is provided coaxial with the first input shaft (21), a third intermediate shaft (33) is provided coaxial with the first intermediate shaft (31), a first clutch (41) is provided between the first intermediate shaft (31) and the third intermediate shaft (33), and a second clutch (42) is provided between the first input shaft (21) and the second intermediate shaft (32).

Abstract: A device for flow equalization of a liquid cooling system of battery energy storage comprises a plurality of battery modules in parallel, each of the battery modules being connected to the liquid cooling system, and being provided with a cooling-fluid feeding inlet, wherein a throttle pipe is provided in the feeding inlet, the throttle pipe is provided with a flow restriction orifice, and the cooling fluids that enter the feeding inlets are adjusted by the throttle pipes to equal pressures. The device can enable the liquid cooling system to more uniformly distribute the flow rates of the cooling fluids among battery sub-packs or modules, thereby ensuring that the battery system operates at more uniform environmental temperatures, to reduce the difference in the performances of the modules, and prolong the service lives of the batteries.

Abstract: An engine-and-electric-machine assembly includes an engine and an electric machine, a crankshaft being provided in the engine, the crankshaft including a main body and an extension section that extends out to the exterior of the engine, the extension section forming a rotation shaft of the electric machine, a rotor of the electric machine being mounted on the extension section, and a transition section being provided between the main body of the crankshaft and the extension section, wherein the rotor of the electric machine is connected to the transition section via a flange structure. By connecting the rotor of the electric machine and the crankshaft of the engine by using a flange, instead of using a key connecting structure, the strength of the connection between the rotor and the crankshaft can be improved, and optimize the moment of inertia of the transmission structure between the rotor and the crankshaft.

Abstract: The present disclosure discloses a multi-inverter electric motor controller, which solves the technical problem that the existing inverter with silicon-based devices cannot accurately modulate high-frequency currents. The multi-inverter electric motor controller comprises a primary inverter and one or more secondary inverters, where the primary inverter and the secondary inverters connect in parallel to a same electrical motor, the primary inverter employs silicon-material power electronic devices, the secondary inverters employ wide-bandgap semiconductor power electronic devices, and the switching frequency of the primary inverter is less than the switching frequencies of the secondary inverters. According to the present disclosure, the existing inverter with silicon-based devices and the inverters with wide-bandgap semiconductor devices are connected in parallel, and can complete the fine control of the harmonic waves of high-frequency currents.

Abstract: A longitudinal dual-power-source vehicle drive assembly includes an automatic transmission (10), a first power source (71) and a second power source (72), wherein a transmission input shaft (21) and a transmission output shaft (32) of the automatic transmission (10) are coaxial, the transmission input shaft (21) is connected to an output shaft of the first power source (71), the transmission output shaft (32) is connected to an input shaft of the second power source (72), the output shaft of the second power source (72) is connected to the vehicle axle half shaft (50), and the automatic transmission (10) has transmissions of two speed ratios.

Abstract: The present disclosure relates to the field of shaft sealing, and particularly relates to a sealing structure of an electric-machine-shaft extension end.

Abstract: The present disclosure relates to the technical field of clutches, and particularly relates to an electromagnetic jaw clutch. The electromagnetic jaw clutch includes a movable gear sleeve and a fixed gear sleeve that are in engagement transmission, a fixed armature is nested to an outer side of the fixed gear sleeve, the fixed armature and the fixed gear sleeve have a gap therebetween, and have a fixed position, a solenoid is provided inside the fixed armature, a movable armature is rotatably nested to an outer side of the movable gear sleeve, the movable armature is movable along with the movable gear sleeve in an axial direction, and when the solenoid is electrified, the solenoid attracts the movable armature to the fixed armature, to cause the movable gear sleeve and the fixed gear sleeve to be engaged.

Abstract: An insulation monitoring electric circuit of an electric-motor controller, includes: a first voltage sampling circuit and a second voltage sampling circuit; the first voltage sampling circuit is connected to an input anode (+VBUS) of a busbar, an input cathode (PGND) of the busbar and a busbar-voltage sampled-signal (HV_VDC) line, and a busbar-voltage sampled-signal (HV_VDC) line is connected to the electric-motor controller; the second voltage sampling circuit is connected to the input anode (+VBUS) of the busbar, the input cathode (PGND) of the busbar and an insulation-voltage sampled signal (HV_VDC) line, and an insulation-voltage sampled signal (HV_VISO) line is connected to the electric-motor controller; and the electric-motor controller is configured to compare a busbar-voltage value gathered by the first voltage sampling circuit and an insulation-voltage value gathered by the second voltage sampling circuit, and when the busbar-voltage value and the insulation-voltage value are different, emit an insul

Abstract: An input shaft structure for connecting a motor (4) and a gearbox (1) is provided, wherein the input shaft structure comprises a main shaft (5), an input end of the main shaft is located within the motor, and is connected to a rotor of the motor, an output end of the main shaft is located within the gearbox, and is connected to a driving gear (2) of the gearbox, and all of the two ends and an middle portion of the main shaft are provided with a bearing (6, 9, 14) to perform axial positioning, wherein a hub (2-1) of the driving gear extend toward two sides, and an inner bore of the hub matches with a shaft diameter of the main shaft to perform radial positioning, to ensure a concentricity of the driving gear and the main shaft. The motor shaft and the input shaft of the gearbox are designed as an integral input shaft, which reduces the entire axial size of the power section, facilitates the layout of the entire vehicle, and has a smaller weight.

Abstract: The present disclosure discloses a vehicle driving assembly with transversely placed double power sources comprising two power sources and an automatic transmission, and the two power sources are individually connected to two input shafts of the automatic transmission. A first intermediate shaft is provided parallel to the first input shaft. A second intermediate shaft and a third intermediate shaft are individually provided in the directions coaxial with the first input shaft and the first intermediate shaft. A first clutch is provided between the first intermediate shaft and the third intermediate shaft. A second clutch is provided between the first input shaft and the second intermediate shaft. A first gear on the first input shaft and a second gear on the first intermediate shaft are engaged to transmit power. A third gear on the second intermediate shaft and a fourth gear on the third intermediate shaft are engaged to transmit power.

Abstract: A vehicle drive assembly with transverse dual-power-source, comprising two power sources and an automatic transmission (10).

Abstract: A drive assembly is provided with an automatic transmission, comprising a first input shaft, a first power source is connected to the first input shaft, an output shaft, and an intermediate shaft; a first stage of deceleration gear train is mounted through the first input shaft and the intermediate shaft, an Nth stage of deceleration gear train is mounted through the intermediate shaft and the output shaft, and N?2; and a second input shaft is provided parallel to the intermediate shaft or the output shaft, a second power source is connected to the second input shaft, a driving gear on the second input shaft is engaged with any the second stage to the Nth stage, and the power of the second power source is transmitted to the output shaft via the one stage of deceleration gear train.

Abstract: An automatic transmission comprises a double-contrate-tooth combined fluted disc (120) and a two stage transmission ordinary gear train. The gear shifting mechanism of the transmission is the double-contrate-tooth combined fluted disc (120), which has double contrate teeth, namely, left contrate teeth and right contrate teeth. By the axial moving of the double-contrate-tooth combined fluted disc (120) on the transmission output shaft, its left contrate teeth and right contrate teeth respectively engage with the contrate teeth of the first gear and the second gear reduction gears, to realize the second shift position and the first shift position, and when it engages with neither of them, the transmission is in the neutral shift position. The left contrate teeth and the right contrate teeth are individually independent or integrally assembled structures.

Abstract: A vehicle drive assembly with transverse dual-power-source, comprising two power sources and an automatic transmission. The automatic transmission has a first input shaft and a second input shaft, and the two power sources are respectively connected to the two input shafts; a first intermediate shaft is provided parallel to the first input shaft, a second intermediate shaft is provided coaxial with the first input shaft, a third intermediate shaft is provided coaxial with the first intermediate shaft, and a first gear and a second gear on the first intermediate shaft are in engaged transmission; a third gear shaft and a fourth gear on the second intermediate shaft are in engaged transmission; and a fifth gear and a sixth gear on the third intermediate shaft are in engaged transmission, and the sixth gear is simultaneously in engaged transmission with a seventh gear on a differential.

Abstract: The present disclosure discloses a method for measuring an initial position angle of a rotor of an electric machine, which solves the technical problem in the prior art that the requirement on the measurement conditions of the initial position angle of the rotor of the electric machine is high and the actual operation is not easy. The method comprises: Step 1, supplying an electric current i to an electric machine to be measured to cause the electric machine to run; Step 2, when the electric machine is running, reducing the electric current i to be zero; Step 3, measuring voltages of a d-axis and a q-axis of a stator of the electric machine at the moment, respectively as ud and uq; and Step 4, according to a trigonometric function relation between ud and uq, calculating to obtain an initial position angle deviation ?err of the rotor of the electric machine.