A vehicle with an N-phase electric motor, with a first onboard electrical subsystem and with a second onboard electrical subsystem, wherein the electric motor includes a rotor and a stator system, and the first onboard electrical subsystem includes an inverter. The stator system is associated with the inverter and the electric motor is operable with an inverter controller according to the principle of field-oriented control such that the stator system is embodied in a star circuit in which the star point can be connected to the second onboard electrical subsystem directly or via a star point switch. The inverter controller includes a current controller and a star point controller, wherein the current controller controls phase currents of the stator system and the star point controller controls a star point current.

An magnetic material is a magnetic material expressed by a composition formula 1: (R.sub.1-xY.sub.x).sub.aM.sub.bT.sub.c, which includes a main phase consisting of a ThMn.sub.12 type crystal phase. 30 atomic percent or more of the element M in the composition formula 1 is Fe.

An magnetic material is a magnetic material expressed by a composition formula: (R.sub.1-xY.sub.x).sub.aM.sub.bT.sub.cA.sub.d, which includes a main phase consisting of a ThMn.sub.12 type crystal phase. 30 atomic percent or more of the element M in the composition formula is Fe.

Provided are an electric vehicle and a vehicle power feeding method capable of charging, at an ultra-high speed, an electricity storage device of the electric vehicle that travels on a trackless road. A control device of the electric vehicle executes a first charging control for controlling a voltage converter to limit the input current from a power feeding portion to an electricity storage device or the variation of the input current per unit time and allowing the voltage converter to charge the electricity storage device; and a second charging control for, for example, slopping the transforming operation of the voltage converter and allowing the voltage converter to charge the electricity storage device. Both charging controls are executed while moving the contact point between an electrical connection portion and the power feeding portion, and the execution time of the second charging control is longer than that of die first charging control.

A vehicle may include an electric machine, a traction battery, and a solar panel array. The vehicle may further include circuitry electrically connected with the battery and array. The circuitry may include at least one switch configured to close when activated by a calibrated maximum holding power to permit energy to flow from the array to the battery.

Methods and systems for activating electric vehicles are provided. One method includes, in response to a first command to activate the vehicle, transitioning the vehicle from an inactive state to a wake state where a controller of the vehicle is activated and the vehicle is prevented from being propelled by an electric motor of the vehicle. The method also includes, in response to receiving a second command to activate the vehicle after receiving the first command, transitioning the vehicle from the wake state to a ready state where the vehicle is permitted to be propelled by the electric motor.

A computer system is provided, including processing circuitry configured to determine at least one electrical machine parameter during operation of an electrical machine based on an assumed resolver offset, to determine a residual from said at least one measured electrical machine parameter, and to determine if the assumed resolver offset is acceptable by comparing the residual with a predetermined reference value.

A method for inhibiting vehicle vibration during self-heating of a battery, the method is applicable to a vehicle including a power battery pack, a first motor, and a second motor. The method includes: controlling the power battery pack to output a drive current to the first motor to drive the first motor to rotate, where when the first motor rotates, the first motor drives the second motor to rotate; controlling the power battery pack to output a self-heating current to the second motor to self-heat a power battery; obtaining a real-time rotation speed of the first motor; and controlling a fundamental frequency of the self-heating current according to the real-time rotation speed, to stagger the fundamental frequency and the real-time rotation speed.

A motor controller, a powertrain, and an electric vehicle. The motor controller is configured to output a drive current or a heating current to an asynchronous motor. A waveform of each phase current of the drive current is a sine wave, and the drive current is used to control the asynchronous motor to output torque. A waveform of each phase current of the heating current is a square wave or a step wave, and the heating current is used to control the torque output by the asynchronous motor to be zero, and heat a winding of the asynchronous motor. Heat generated by the heating current on the winding of the asynchronous motor heats a power battery via a heat conduction apparatus. The motor controller adjusts a waveform of the heating current to increase heating power.

Systems and methods for an electric drive unit. The electric drive unit, in one example, includes a first motor and a second motor arranged parallel to each other and rotationally coupled to a first input gear that is fixedly coupled to a first transmission shaft and a first clutch arranged coaxial to a second clutch. The drive unit further includes a second transmission shaft with an output gear rotationally coupled thereto and including a first and second mechanical interface configured to rotationally couple to a first drive axle and a second drive axle, where the output gear meshes with a gear that is directly rotationally coupled to a carrier in a planetary gear set.