Abstract: A powertrain and a vehicle. The powertrain includes an enclosure, a separator, a motor, a first liquid return channel, and a second liquid return channel. The separator separates an interior of the enclosure into a first cavity and a second cavity. The motor is located in the first cavity. The first liquid return channel is located on an outer side of the enclosure and communicates with the first cavity and the second cavity. The second liquid return channel is located on the outer side of the enclosure and communicates with the first cavity and the second cavity. In the embodiments, with two liquid return channels provided, a liquid return requirement can be met when the powertrain is installed or disposed at any angle or used on a slope, improving adaptability and safety of the powertrain.

Abstract: A power system of an electric vehicle, a controller, and the electric vehicle. The power system includes two drive motors and two motor control units. The two drive motors are separately in transmission connection with wheels of the electric vehicle through two clutch apparatuses. Windings of the two drive motors and three-phase bridge arms of the two motor control units form two boost circuits. The two boost circuits are configured to charge a power battery of the electric vehicle by performing boost conversion on an output voltage of a charging pile. The two clutch apparatuses are configured to disconnect a connection between a drive motor corresponding to a boost circuit that is in an operating state and a wheel. The power system can reduce shake and noise in a boost charging process of the electric vehicle.

Abstract: A powertrain, a control apparatus, and a motor control unit. The powertrain includes a drive motor and a transmission device. The transmission device disconnects a transmission connection between the drive motor and a wheel based on a result of a comparison between a temperature or a viscosity of a lube oil and a preset parameter value, and a rotational speed of the drive motor varies with the result of the comparison between the temperature or the viscosity of the lube oil and the preset parameter value. The drive motor stirs the lube oil through idling, to make the temperature of the lube oil rise rapidly. The powertrain, the control apparatus and the motor control unit provided can improve fluidity of the lube oil at very low temperatures, so that a lube oil pump can be started smoothly.

Abstract: This application provides a powertrain and an electric vehicle, relating to the field of motor technologies. In the powertrain, two driving motors are disposed in parallel. To prevent occupying space of a passenger compartment, a battery pack, a trunk, and the like, reserved space for disposing the powertrain on an existing mainstream vehicle is more on one side relative to a wheel shaft. Therefore, in the powertrain designed in this application, when two reducers respectively mesh with the two driving motors, neither output shafts of the two reducers are on a plane that is perpendicular to a connection line of centers of the two driving motors and at a contact position between the two driving motors. In other words, the two output shafts are disposed on one side of the entire powertrain, so that the powertrain can be disposed on a mainstream vehicle, and adaptability of the powertrain is improved.

Abstract: A powertrain system and an electric vehicle to reduce a structure size of the powertrain system. The powertrain system includes two subsystems. The two subsystems are disposed side by side in a first direction and are symmetrical to each other. Each of the subsystems includes a motor, a deceleration mechanism, and an output shaft. A rotation shaft of the motor is disposed in a second direction. The deceleration mechanism includes a cylindrical gear pair and a bevel gear pair. The cylindrical gear pair includes an active cylindrical gear and a driven cylindrical gear, and the active cylindrical gear is connected to the rotation shaft of the motor. The driven cylindrical gear is located on a side that is of the active cylindrical gear and that is away or distal from the other subsystem. The bevel gear pair includes an active bevel gear and a driven bevel gear.

Abstract: A motor shaft, a motor, and an electric vehicle. The motor shaft includes a shaft body and an insulation coating. The shaft body includes a first mounting portion and a second mounting portion that are connected by fastening. A positioning step surface is disposed at an end that is of the first mounting portion and that is close to the second mounting portion. The first mounting portion is configured to mount a rotor. The second mounting portion is covered with the insulation coating, and the second mounting portion is configured to mount a bearing. A resistivity of the insulation coating is not less than 107 ?·m. In this way, a possibility that a shaft current is generated when a shaft voltage discharges and breaks down a lubricating oil film in the bearing to form a path can be effectively reduced.

Abstract: A gear shifting apparatus in a new energy vehicle includes a primary power transmission unit, a secondary power transmission unit, an intermediate shaft, an intermediate shaft gear, a first clutch unit, a second clutch unit, and a third clutch unit. The intermediate shaft gear is fixedly sleeved on the intermediate shaft, and the first clutch unit is disposed between the intermediate shaft and the primary power transmission unit. The second clutch unit is disposed between the intermediate shaft and the secondary power transmission unit. The third clutch unit is disposed between the primary power transmission unit and the intermediate shaft gear.

Abstract: A transmission and a vehicle. A first clutch of the transmission is a bidirectional clutch. When the first clutch is disposed on an input shaft, the first clutch is located between a first-stage input gear and a second-stage input gear. When the first clutch is disposed on a countershaft, the first clutch is located between a first-stage output gear and a second-stage output gear. Alternatively, the transmission includes the first clutch and a second clutch that are disposed on the input shaft or the countershaft. A quantity of components in the transmission is reduced, and a structure of the transmission is simplified, to reduce costs of the transmission, and reduce production costs of the vehicle to some extent.

Abstract: An automotive propulsion system. Both a compressor and a first retarder in a first propulsion system are connected to a first motor, so that the compressor and the first retarder can share a same power source. This can reduce a weight and costs of the automobile and improve use efficiency of the motor to save energy. In the first propulsion system, a first disconnector is disposed to implement a connection or disconnection between the first motor and the first retarder, and a second disconnector is disposed to implement a connection or disconnection between the first motor and the compressor. This can implement independent operation of the first retarder and the compressor. In addition, when a first propulsion system does not provide power, the first disconnector is opened, to prevent the first motor in the first propulsion system from being reversely dragged. This reduces an energy loss.

Abstract: A drive motor and a retarder in a powertrain meet a condition that a harmonic order of the drive motor is the same as a quantity of gear teeth of an input shaft gear in the retarder such that a frequency of an electromagnetic noise harmonic generated by the drive motor is the same as a frequency of a noise harmonic generated by the retarder. When the drive motor and the retarder are coupled using a connection structure, a phase of the electromagnetic noise harmonic generated by the drive motor differs from a phase of the noise harmonic generated by the retarder by a set angle.

Abstract: An electric vehicle drive system and an electric vehicle. The electric vehicle drive system includes a powertrain and a transmission system. The powertrain includes a first power output mechanism and a second power output mechanism. One end of the transmission system is connected to the first power output mechanism, and the other end is configured to be connected to an air-conditioner compressor. The second power output mechanism is configured to drive the electric vehicle to travel. The powertrain in the electric vehicle drive system can also drive the air-conditioner compressor when driving the electric vehicle, to reduce a quantity of components inside the electric vehicle, thereby reducing space occupancy and costs.

Abstract: A gear shifting apparatus in a new energy vehicle includes a primary power transmission unit, a secondary power transmission unit, an intermediate shaft, an intermediate shaft gear, a first clutch unit, a second clutch unit, and a third clutch unit. The intermediate shaft gear is fixedly sleeved on the intermediate shaft, and the first clutch unit is disposed between the intermediate shaft and the primary power transmission unit. The second clutch unit is disposed between the intermediate shaft and the secondary power transmission unit. The third clutch unit is disposed between the primary power transmission unit and the intermediate shaft gear.

Abstract: A method and system for calculating a primary shear zone stored energy field during steady-state cutting, the method including: fitting parameters of a workpiece material stored energy evolution model; discretizing the primary shear zone into infinitesimals on a main shear plane.

Abstract: This application provides a vehicle and a control system for a vehicle. The control system includes a plurality of domain controllers and a central controller. The central controller includes a plurality of first central communications interfaces, each of the plurality of domain controllers includes a first domain communications interface, and the plurality of first central communications interfaces and a plurality of first domain communications interfaces form a plurality of communications interface pairs. The central controller communicates with the plurality of domain controllers through the plurality of communications interface pairs respectively. The control system provided in embodiments of this application can form communication redundancy between the central controller of the vehicle and the at least two domain controllers, to improve security of the control system for the vehicle.