An example method includes receiving, by one or more processors and via a sensor, a signal representing operational characteristics of a device included in an aircraft; determining, by the one or more processors and based on the signal, a partial discharge intensity value; receiving, by the one or more processors and via an environmental sensor, at least one environmental measurement of the device; modifying, by the one or more processors and based on the at least one environmental measurement, the partial discharge intensity value to determine a modified partial discharge intensity value; and responsive to determining that the modified partial discharge intensity value satisfies a threshold, outputting an alert signal for the device.

Vehicle platforms and thermal management systems, subsystems, and components for use therewith are described. Thermal management architectures and systems incorporate thermal management cycles for one or more of drive train, energy storage and passenger cabin systems. Thermal manage architectures are provided such that the flow of heating and cooling fluids through such thermal management cycles may be combined in various configurations. Systems having thermal management cycles for drive train (e.g., motor, transmission, etc.) and energy storage (e.g., battery) that may be operated through a combined heating/cooling fluid loop are also provided. Embodiments are also directed to systems having thermal management cycles for the HVAC that is fluidly isolated, but thermally coupled to one or both of the drivetrain and energy storage components. Heating/cooling loops for these thermal management cycles may be functionally linked through one or more valves such that the fluid flow through such cycles may be combined together, isolated from each other or mixed in various desired configurations.

Disclosed is a traction battery self-heating control method and a device. Acquiring a second temperature of a rotor at a current sampling time according to system parameters and a first temperature of the rotor at a previous sampling time, and estimating a third temperature of the rotor at a next sampling time according to the first temperature and the second temperature, and stopping the self-heating of the traction battery when the third temperature reaches a demagnetization temperature of the rotor. Whether to stop the self-heating of the traction battery is determined by estimating a rotor temperature under the self-heating condition, and comparing the rotor temperature with the demagnetization temperature of the rotor, and thus the self-heating control of the traction battery is realized.

A speed control system to control retardation energy of a vehicle and a method of controlling retardation energy of a vehicle are provided. The system includes an energy storage device configured to absorb and store the retardation energy of the vehicle. The energy storage device includes a power absorption limit determined at least partially by a temperature and a state of charge of the energy storage device. The system further includes a non-energy-storing retarder configured to absorb the retardation energy of the vehicle and a controller configured to route the retardation energy to the energy storage device up to the power absorption limit and route a remaining portion of the retardation energy to the non-energy-storing retarder.

An electric motor, a power system, a control method, and an electric vehicle. The electric motor comprises a first N-phase winding set and a second N-phase winding set, wherein the first N-phase winding set and the second N-phase winding set are both used for being connected to a traction battery by means of a conversion module. When the traction battery starts to be heated, the first N-phase winding set and the second N-phase winding set are powered on. The direction of a magnetic field generated by the first winding set and the direction of a magnetic field generated by the second winding set have a phase difference, such that the magnetic fields counteract each other; and a magnetic field intensity in a stator winding of each phase is reduced, and an air-gap magnetic flux is also reduced, thereby alleviating the problems of electric motor heating and electric motor NVH.

An electric vehicle includes: an electric motor; a wheel that is driven by the electric motor; a power transmission mechanism that defines at least a part of a power transmission path between the electric motor and the wheel and that transmits rotational power of the electric motor to the wheel; a wheel brake that is provided on the wheel; an electromagnetic brake that stops rotation of the electric motor; and a controller that maintains a control value of a rotation speed of the electric motor at 0 and activates the electromagnetic brake when a vehicle speed becomes lower than or equal to a predetermined value close to 0.

A method of controlling an electric motor to optimize system efficiency of an electric motor operable in a pulsed mode and a continuous mode is disclosed herein. The method includes receiving a requested torque for the electric motor, calculating a pulsed system efficiency, calculating a continuous system efficiency, and operating the electric motor in the pulsed mode when the pulsed system efficiency is greater than the continuous system efficiency. The pulsed system efficiency is calculated for delivering the requested torque from the electric motor in a plurality of torque pulses greater than the requested torque. The continuous system efficiency is calculated for delivering the requested torque from the electric motor as a continuous torque. The system efficiency may be at least partially based on a battery efficiency and a motor efficiency.

An energy conversion apparatus and a vehicle are provided. The energy conversion apparatus includes a motor coil of a motor (101), a bridge arm converter (102), a bus capacitor (103) connected to the bridge arm converter (102) in parallel, and a controller (104) connected to the bridge arm converter (102). When the energy conversion apparatus is connected to an external power supply, according to to-be-driven power of the motor and to-be-charged power of an external battery (105), the controller (104) controls the bridge arm converter (102) to cause electrical energy of the external power supply to flow to a drive-charging circuit, and adjusts a current of the drive-charging circuit, to cause the external power supply to drive the motor to output drive power and charge the external battery (105) at the same time.

An electric propulsion system includes a rotary electric machine having an output member, a rechargeable energy storage system (“RESS”) connected to the electric machine, a user interface device, and a controller. The RESS includes multiple battery modules and a switching circuit, the latter being configured, in response to electronic switching control signals, to connect the battery modules in a parallel-connected (“P-connected”) configuration or a series-connected (“S-connected”) configuration, as a selected battery configuration. The user interface device receives an operator-requested drive mode signal indicative of a desired drive mode of the electric propulsion system. The controller, which is programmed with mode-specific electrical losses associated with the desired drive mode, establishes the selected battery configuration in response to the drive mode signal, and presents a drive mode recommendation via the user interface device when the losses associated with the desired drive mode exceed a calibrated loss threshold.

A charging and heating circuit is equipped with an AC voltage connection, a DC voltage connection and a rectifier. The rectifier is connected between the AC voltage connection and the DC voltage connection. The charging and heating circuit further includes a heating resistor which is connected to the rectifier and the rectifier is thereby set up to supply the heating resistor with current. Also described is a vehicle electrical system which includes the charging and heating circuit in addition to an accumulator.