A control system includes a phase shift unit configured to provide a phase difference between a first switching clock signal and a second switching clock signal, a power transmission coil, a switching circuit configured to switch an input voltage based on the first switching clock signal and apply the switched voltage to the power transmission coil, a power reception coil configured to receive electric power output from the power transmission coil by electromagnetic field coupling, a wireless transmission unit configured to wirelessly transmit the second switching clock signal and output a third switching clock signal, and a rectifier circuit configured to rectify a voltage input from the power reception coil by switching the voltage based on the third switching clock signal and apply the rectified voltage to a load. A voltage input from the power reception coil to the rectifier circuit and the third switching clock signal have different phases.

A hub motor is disclosed, the hub motor is mounted on an axle assembly, the an axle assembly includes an axle rod and an axle sleeve, and an independent cassette flywheel is provided at one end of the axle sleeve where an end cover is located, a limiting sleeve is disposed outside of the cassette flywheel to prevent the cassette flywheel from detaching from the axle sleeve, and an anti-rotation piece for preventing rotation of the axle sleeve is provided at another end of the axle sleeve where a wheel hub is located.

A drive train for a motor vehicle has an electrical machine and a transmission, the drive shaft of which is coupled to the rotor of the electrical machine, wherein the drive train comprises a coupling device which is adapted to couple the drive shaft of the transmission to a power takeoff shaft of the transmission in order to block a rotation of the power takeoff shaft.

A wheeled vehicle includes a vehicle body, a vibration absorbing element, an auxiliary arm, a wheel, and a driving member. The vehicle body includes a fixing plate. The housing connected to the fixing plate. The vibration absorbing element includes a first end and a second end. The first end is fixed to the housing. The auxiliary arm includes a connecting end and a free end. The connecting end is connected to the housing. The free end is configured to swing relative to the connecting end. The free end is fixed to the second end. The wheel includes an axle, and the axle is rotationally connected to the free end. The driving member is fixed to the housing and configured to drive the wheel.

Provided is a drift car for children, including a car body, a driving system and a control system, the driving system includes a front wheel set, a rear wheel set and a motor set on the car body, the front wheel set includes a left front wheel and a right front wheel, and the rear wheel set includes a left rear wheel and a right rear wheel, the control system includes an on-board controller arranged in the car body, and the motor set includes a left motor and a right motor, in which the left motor is connected to the left front wheel or the left rear wheel, the right motor is connected to the right front wheel or the right rear wheel, and the left and right motors are both connected to the on-board controller; the controller system also includes a drift trigger switch connecting to the on-board controller.

A transmission for an agricultural or heavy load vehicle is provided, and includes a central drive shaft, at least one planetary gearset comprising a planet carrier, at least one output drive element, and one brake device. The drive shaft is connected to the output drive element via the planetary gearset. The brake device is located between the planet carrier and the output drive element in the form of a ring gear, such that the output drive element can be coupled to the planet carrier via the brake device.

In an aspect, a self-balancing two-wheeled vehicle is provided, having a body, and first and second wheels rotatably coupled to the body. The second wheel has at least one lateral roller rotatable about an axis that is one of oblique and orthogonal to a rotation axis of the second wheel. At least one motor is coupled to the second wheel to control rotation of the second wheel and the at least one lateral roller. At least one sensor is coupled to the body to generate orientation data therefor. A control module is coupled to the at least one motor to control operation thereof at least partially based on the orientation data generated by the at least one sensor.

A lubricant supported electric motor includes a stator presenting an outer raceway and a rotor extending along an axis and rotatably disposed within the stator. The rotor presents an inner raceway disposed in spaced relationship with the outer raceway to define a gap therebetween, and a lubricant is disposed in the gap for supporting the rotor within the stator. At least one of the outer raceway or the inner raceway is movable radially towards or away from the other to adjust the gap and optimize operation of the lubricant supported electric motor.

An electric vehicle comprises a vehicle chassis extending along a longitudinal axis and a rotatable vehicle drive axle disposed along a transverse axis and having opposed ends that are configured for attachment to a pair of opposed drive wheels. The electric vehicle also comprises a selectively movable electric propulsion motor comprising a rotatable motor shaft rotatable about a motor axis, the electric propulsion motor configured to be mounted within the vehicle chassis and operatively coupled to the rotatable vehicle drive axle and opposed drive wheels, the motor axis configured to be oriented in a substantially vertical direction.

The present disclosure provides a method and system for controlling a four-wheel-independent-drive (4WID) electric vehicle (EV) which incorporates the method steps of: acquiring driving environmental information of the vehicle, running state information of the vehicle and driving expectation information of a driver; tracking a body attitude; switching a condition of the vehicle according to information of an upper module; calculating an expected longitudinal torque, an expected lateral torque and an expected yaw torque of the vehicle that meet a driver's expectation; optimally distributing the torques of the vehicle; and generating armature voltage signals required by output torques of motors and controlling the motors. The method divides the driving process of the vehicle into multiple independent driving conditions. The method does not globally implement operation and control in multiple driving conditions with a single control strategy, but coordinately switches the conditions according to multiple control modes and multiple control strategies.