A vehicle electric machine assembly including a stator core and a terminal block is provided. The stator core includes one or more three-phase terminals connected to end windings. The terminal block includes a connector for each of the three-phase terminals. A portion of the end windings extending from the stator core, the three-phase terminals, and the terminal block are overmolded as a single unit such that a portion of each of the connectors is exposed for connection to an inverter. The terminal block may further include one or more threaded apertures, each sized to receive a threaded stud to facilitate an electrical connection between one of the one or more three-phase terminals and the inverter. Each of the one or more three-phase terminals may extend axially along an axis substantially parallel to a central axis of a rotor disposed within a cavity defined by the stator core.

Conventionally, there is a problem that switching loss of an inverter increases in a case where a change such as improvement in a switching frequency is involved. The battery voltage E and the torque command T* are input to the first current command generation unit 111. The battery voltage E, the torque command T*, and a voltage utilization rate obtained by dividing a line voltage effective value by a battery voltage (DC voltage) are input to a second current command generation unit 112. A magnet temperature Tmag of a rotor magnet is input to a current command selection unit 113, and a current command output from the first current command generation unit 111 is selected in normal operation, and the second current command generation unit 112 is selected in a case where the magnet temperature exceeds a predetermined value. The second current command generation unit 112 is configured not to obtain the voltage utilization rate of 0.3 to 0.4.

A propulsion system includes plural inverters configured to be onboard a vehicle and to convert direct current into an alternating current, and plural motors configured to receive the alternating current from the inverters. The motors also are configured to be operably coupled with axles of the vehicle to rotate the axles. The inverters are configured to be coupled with and control the motors that rotate non-neighboring axles of the axles in the vehicle.

An electric vehicle propulsion control device includes a power converter that applies an alternating-current voltage to an induction machine and a controller that controls the power converter based on an external operation command. The controller includes a first calculation unit. The first calculation unit calculates, from current information (id and iq) detected at the induction machine and current command values (id*1 and iq*1) that are based on the operation command, a d-axis voltage command (Vd*1) and a q-axis voltage command (Vq*1) for the power converter, and a primary magnetic flux φds and a secondary magnetic flux φdr of the induction machine. The first calculation unit also adds to or subtracts from a term including the q-axis voltage command (Vq*1) an interference term stemming from the d-axis voltage command (Vd*1) in calculating a first speed ω1 that is a free-run speed of the induction machine.

According to some embodiments, a traction system is disclosed. The traction system includes a DC bus, an energy storage device coupled to the DC bus, and a voltage converter assembly coupled to the energy storage device. The voltage converter assembly includes a plurality of phase legs. The traction system further includes an electromechanical device including a plurality of windings coupled to the voltage converter assembly. The traction system also includes a switch coupled to the DC bus between the voltage converter assembly and the energy storage device. The traction system includes a controller configured to control the switch and the voltage converter assembly such that a phase leg and a winding of the electromechanical device form a DC/DC converter.

A vehicle electric machine may include a rotor. The rotor may cooperate with a stator including a core having an end face, and end windings extending from the end face. A cooling tunnel may encase the end windings, sealing against the end face at opposing sides of the end windings, and defining an inlet configured to receive coolant. The cooling tunnel may be arranged to contain the coolant during passage over the end windings and direct the coolant toward an outlet.

The application describes a self-propelling work machine, in the form of a truck, having an electric drive comprising at least one electric motor, a generator drivable by an internal combustion engine for the power supply of the electric drive, and a braking apparatus for braking the work machine, wherein the braking apparatus provides a regenerative braking by the electric drive and a feedback apparatus for feeding back electrical motor braking power of the electric motor to the generator to apply the motor braking power on the internal combustion engine. The application further describes a method for braking the work machine. A braking control apparatus is provided for an automatic connection of a mechanical brake in dependence on the motor braking power fed back to the internal combustion engine and/or in dependence on the operating state of the internal combustion engine acted on by the fed back motor braking power.

An electric machine for a vehicle may include a stator, a rotor, and a coolant channel assembly. The stator may include a core defining a cavity and windings disposed within and partially protruding out of the cavity. The rotor may be sized for disposal within the cavity adjacent the windings. The coolant channel assembly may include a channel wound about the partially protruding windings such that the channel and windings are in thermal communication with one another. The coolant channel may define a circular or rectangular cross-section. The coolant channel may define fins therein to induce turbulence into coolant flowing therethrough. The coolant channel and the windings may be arranged such that the coolant channel assembly directly contacts the windings. The coolant channel assembly may be wound such that a portion of the coolant channel assembly is partially disposed between the plurality of base portions.

An AC generator for a vehicle includes a housing having an inlet and an outlet, a stator fixed to the housing, a rotor disposed inside of the stator, a cooling fan fixed to a rotor, one or more cooling fins disposed in an air flow passage of a cooling air, and a rectifying element for rectifying an AC voltage generated by a stator winding. A positive-side cooling fin has a plurality of tapered first and second cooling holes penetrating in a thickness direction and serves as the air flow passages of the cooling air. Tapering directions of tapered surfaces extending in the thickness direction of each cooling hole in at least one pair of adjacent first and second cooling holes are reversed in the thickness direction with respect to each other.

A method is provided for operating a drive train comprising an internal combustion engine or an electric machine as a primary drive and an electric machine as a secondary drive, wherein the electric machine is detachably coupled, together with an inverter and controller, on one of the vehicle axles. The electric machine and at least one switchable element is actuated in order to minimize drag losses of the electric machine and to provide a defined connection time for the electric machine. The electric machine is stationary and decoupled during a first speed range. The electric machine is actuated at a preset speed during a second speed range, where a defined connection time is not possible if the electric machine were stationary. The electric machine is coupled to the axle and rotates at the vehicle speed in the third range, when losses while coupled are lower than if uncoupled.