Gill Jennings & Every LLP

This application provides a range-extended powertrain and a range-extended electric vehicle. The range-extended powertrain includes a mechanical pump and a generator. A housing of the mechanical pump includes a driven internal gear container. The driven internal gear container is configured to accommodate a driven internal gear of the mechanical pump. The driven internal gear of the mechanical pump engages with a driving external gear of the mechanical pump. The driving external gear of the mechanical pump is distributed on an inner part of the driven internal gear of the mechanical pump. A motor shaft of the generator is configured to fasten a motor rotor of the generator and extend into the driven internal gear container to fasten the driving external gear of the mechanical pump. The motor shaft of the generator serves as a transmission shaft of the mechanical pump, and the driving external gear of the mechanical pump is directly fastened and sleeved on the motor shaft, so that a differential or a gear group does not need to be separately disposed to be in transmission connection to the motor shaft and the transmission shaft of the mechanical pump. This reduces space occupied by the mechanical pump, and increase in an axial size of the range-extended powertrain is small, which is conducive to taking both miniaturization and low costs of the range-extended powertrain into consideration.

Embodiments of this application provide a charging system and a charging device. The charging system includes a direct current bus, an AC-DC conversion circuit, a DC-DC conversion circuit, a plurality of power supply circuits, and an inductor group. The AC-DC conversion circuit is configured to: convert a received alternating current into a direct current, and then output the direct current to the DC-DC conversion circuit through the direct current bus. Each power supply circuit includes a direct current power supply and a ground capacitor, the direct current power supply is connected to the direct current bus through the ground capacitor, and the direct current power supply is configured to output a direct current to the DC-DC conversion circuit through the direct current bus. The DC-DC conversion circuit is configured to: perform power conversion on the direct current obtained from the direct current bus, and then output the converted direct current. In addition, the direct current bus is connected to the AC-DC conversion circuit through the inductor group, or the direct current bus is connected to each power supply circuit through the inductor group. In embodiments of this application, running reliability of the charging system can be improved when the direct current bus is connected to the plurality of power supply circuits.

Embodiments of this application provide a photovoltaic inverter and a derating control method for the photovoltaic inverter. The photovoltaic inverter includes an inverter circuit, a plurality of direct current conversion circuits, and a controller. The plurality of direct current conversion circuits are configured to: perform direct current conversion on a direct current from a photovoltaic module and output a converted direct current to the inverter circuit. The plurality of direct current conversion circuits include a first direct current conversion circuit and a second direct current conversion circuit. The inverter circuit is configured to convert direct currents from the plurality of direct current conversion circuits into alternating currents. When the photovoltaic inverter is in a derating mode, an input voltage of the first direct current conversion circuit is controlled to increase, to decrease output power of the first direct current conversion circuit, so as to decrease output power of the inverter circuit. The input voltage of the first direct current conversion circuit is less than an input voltage of the second direct current conversion circuit.

Embodiments of this application provide a power module and a power supply device. The power module includes a half-bridge circuit and a driver. The half-bridge circuit includes two serially connected power transistors, and the two power transistors do not share a ground. The driver includes two drive parts. One of the drive parts is configured to drive one of the power transistors, and a circuit in which the one drive part is located shares a ground with the one corresponding power transistor. The power module further includes two first resistors connected in series and a power supply, and each drive part includes a power input end, a high-voltage signal transmission end, and a voltage output end. One end of the power supply is connected to the high-voltage signal transmission end by using the power input end, the other end of the power supply is grounded, the high-voltage signal transmission end is further grounded by using the two first resistors connected in series, and a voltage of the high-voltage signal transmission end is used to drive one of the power transistors to be turned on. The voltage output end is connected to a connection point between the two first resistors connected in series, and the voltage output end is configured to output a voltage to the connection point.

This application provides a comfort start control method for a vehicle in park, a controller, and a vehicle, which are applied to the field of electric vehicle technologies. In the control method, when an accelerator pedal position of the vehicle is greater than or equal to a first preset accelerator pedal position at a first moment, a wheel-end braking apparatus is controlled to reduce output braking torque. Then, when the braking torque output by the wheel-end braking apparatus is less than or equal to a first preset braking torque value at a second moment after the first moment, a drive motor is controlled to output driving torque. Based on this, after a driver slightly steps on an accelerator pedal, the vehicle can automatically perform collaborative control on the braking torque output by the wheel-end braking apparatus and the driving torque output by the drive motor, to start the electric vehicle in a timely and stable manner. This alleviates impact and a sense of jerk in a parking start process, improves comfort in the parking start process, and enhances driving experience of a user.

Embodiments of this application provide a power converter. The power converter includes a controller, at least two inverter bridge arms, and at least two relays, and an output end of each inverter bridge arm is connected to a power grid via at least one relay. The controller controls the at least two inverter bridge arms to convert a received direct current into an alternating current and output the alternating current. In a process of controlling the at least two inverter bridge arms to convert the received direct current into the alternating current and output the alternating current, the controller inputs a differential-mode voltage signal to a first inverter bridge arm and a second inverter bridge arm in the at least two inverter bridge arms, so that a difference between instantaneous voltage values of alternating currents output by the two inverter bridge arms changes. The controller first controls a relay connected to the first inverter bridge arm to be turned on, and then controls, within a specified time period of inputting the differential-mode voltage signal, a relay connected to the second inverter bridge arm to be turned on, to reduce contact impedance of the relay, where an absolute value of an instantaneous value of the differential-mode voltage signal within the specified time period is greater than or equal to a specified threshold.

This application provides a powertrain, a mounting apparatus thereof, and an electric vehicle. A housing of the powertrain is configured to accommodate rotors and stators of two drive motors. The housing includes a middle partition plate, the middle partition plate includes two bearing containers and two grooves, openings of the two bearing containers face away from each other along an axial direction of the drive motor, and each bearing container is configured to rotatably connect to a motor shaft of one drive motor. The two grooves are respectively distributed at bottoms of the two bearing containers, openings of the grooves face away from each other along the axial direction of the drive motor, a bottom of each groove includes an oil outlet hole, and the oil outlet holes of the two grooves are configured to respectively deliver oil transmitted by an internal flow channel of the middle partition plate to the motor shafts that are rotatably connected to the two bearing containers. In this solution, in a powertrain assembly process, a mandrel may be inserted into the groove used to form the oil outlet hole, to prevent the rotor from being misaligned by a magnetic force of the stator during mounting, and simplify an assembly apparatus and an assembly process.

A traffic protection method, and a communication apparatus and system are provided, and relate to the field of communication technologies. The method is applied to an MRP ring network. The MRP ring network includes a first forwarding path for carrying traffic and a second forwarding path for traffic protection. The method includes: electing a first MRC as a first MRM in response to a link failure occurring between the first MRC and a second MRC on the first forwarding path; switching a transmission path of the traffic from the first forwarding path to the second forwarding path after the link failure occurs; and after the link failure is recovered, when the second forwarding path is normal, still maintaining transmission of the traffic on the second forwarding path, and not switching back to the first forwarding path. In this way, link convergence and temporary interruption of data transmission that are caused by a switchback are avoided, and data transmission stability of the MRP ring network is improved.

This application provides a dual-motor controller, a powertrain, and an electric vehicle. An accommodation part of the dual-motor controller is configured to accommodate two heat dissipation devices. A bottom of the accommodation part includes two first ports and two second ports, and each first port and each second port respectively communicate with an inlet and an outlet of one heat dissipation device. The two first ports are spaced apart in a first direction, and the two second ports are spaced apart in the first direction. Each first port and one second port are spaced apart in a second direction. An outer side of the accommodation part includes a coolant inlet and a coolant outlet, and the coolant inlet and the coolant outlet are opposite to each other in the first direction. The two first ports receive a coolant from the coolant inlet through one housing internal flow channel, and the two second ports output a coolant from the coolant outlet through the other housing internal flow channel. In this application, two parallel branches are formed by using housing internal flow channels and the heat dissipation devices, and the coolant inlet and the coolant outlet that are shared by the two housing internal flow channels are opposite to each other. This helps control path lengths of the two parallel branches, and avoids locally insufficient cooling.

An interchangeable grip for a hand tool having for mounting on a tool handle and which facilitates a robust, serviceable connection between the interchangeable grip and the tool handle. The hand tool includes a handle that comprises a shaft; a selectively interchangeable grip body removably coupled to the shaft, the grip body having a forward end, an aft end, and a central bore extending through the forward end and the aft end configured to receive and cover at least a portion of the shaft; and an end cap removably coupled to the shaft and the grip body, the end cap having an end cap body received at the aft end of the grip body to couple and maintain the grip body on the shaft.