10273results about "Propulsion using engine-driven generators" patented technology

A method and apparatus that compensates for a velocity of a motor of fuel cell vehicle when a resolver is determined to have failed is provided. In particular, a wheel velocity sensor is configured to detect a wheel velocity of a driving wheel, and an ABS controller is configured to calculate an average wheel velocity and transmit the calculated average to a fuel cell controller (FCU). The FCU is configured to receive information related to the wheel velocity upon detecting that the resolver has failed, and control driving of the motor based on the data related to the wheel velocity so that the motor may maintain operation.

One or more embodiments may include a trip planning system for planning a trip based on the charge of an electric vehicle battery. The trip planning system may include one or more computers located remotely from an electric vehicle which may have one or more battery packs for powering the electric vehicle. The computer(s) may be configured to receive geographic parameters defining a trip and a battery charge status of the one or more electric vehicle battery packs. The computer(s) may be further configured to determine that the trip cannot be completed based on the battery charge status. The computer(s) may additionally be configured to present a battery charge requirement for completing the trip.

A system comprises an equipment service vehicle and an off-board computer system. The equipment service vehicle further includes a power source, a power transmission link, a plurality of input devices, a plurality of output devices, and an on-board computer system. The on-board computer system further includes a plurality of microprocessor-based interface modules and a communication network. The plurality of interface modules are coupled to the power source by way of the power transmission link and are interconnected to each other by way of the communication network. Each of the plurality of interface modules is coupled to respective ones of the plurality of input devices and the plurality of output devices by way of respective dedicated communication links. The on-board computer system stores I / O status information for the plurality of input devices and the plurality of output devices. The on-board computer system transmits at least some of the I / O status information by way of a wireless radio-frequency communication link to the off-board computer system.

A method for recharging an electric storage battery in the charging system of an electric vehicle from an electric utility power grid includes determining the length of time required to recharge the battery, determining the desired time when the recharge is to be completed, transmitting to the electric power utility the length of time required to recharge the battery and the desired time, and recharging the battery from the utility grid during a period when projected load demand is lower than peak demand and ending no later than the desired time.

A hydraulic pump powering system includes a mobile vehicle, a first electric current generator device, and one or more electric pump motors. The mobile vehicle has first and second prime movers. The first electric current generator device is disposed onboard the mobile vehicle and is configured to be mechanically coupled with the first prime mover to convert movement created by the first prime mover into first electric current. The one or more electric pump motors are configured to receive the first electric current to power a hydraulic pump. The second prime mover is configured to generate movement that is converted into a propulsive force that propels the mobile vehicle. The one or more electric pump motors are configured to receive the first electric current in order to power the hydraulic pump to pump a fluid into a pumping location located off-board the mobile vehicle.

A thermal management system for a vehicle includes a heat exchanger having a thermal energy storage material provided therein, a first coolant loop thermally coupled to an electrochemical storage device located within the first coolant loop and to the heat exchanger, and a second coolant loop thermally coupled to the heat exchanger. The first and second coolant loops are configured to carry distinct thermal energy transfer media. The thermal management system also includes an interface configured to facilitate transfer of heat generated by an internal combustion engine to the heat exchanger via the second coolant loop in order to selectively deliver the heat to the electrochemical storage device. Thermal management methods are also provided.

A hydraulic pump powering system includes a mobile vehicle, a first electric current generator device, and one or more electric pump motors. The mobile vehicle has first and second prime movers. The first electric current generator device is disposed onboard the mobile vehicle and is configured to be mechanically coupled with the first prime mover to convert movement created by the first prime mover into first electric current. The one or more electric pump motors are configured to receive the first electric current to power a hydraulic pump. The second prime mover is configured to generate movement that is converted into a propulsive force that propels the mobile vehicle. The one or more electric pump motors are configured to receive the first electric current in order to power the hydraulic pump to pump a fluid into a pumping location located off-board the mobile vehicle.

A plug-in hybrid propulsion system includes a fast energy storage device that preserves battery life, where the energy storage elements of the hybrid drive train may be charged with externally supplied electricity as well as energy from the engine or regenerative braking. Electronic switches, passive electronics, an enclosure, controller circuitry, and / or control algorithms are used to manage the flow of power between a fuel powered engine, a battery, a fast energy storage system, traction motors, a charger, ancillary systems, an electrical distribution system, and / or a drive train.

An electrically variable transmission has a pair of clutches and a first mode when the first clutch is applied and the second clutch released, a second mode when the second clutch is applied and the first clutch released, and a fixed-ratio mode when both clutches are applied. Upshifts and downshifts out of fixed-ratio are accomplished in accordance with a control based upon shift confidence factors determined in accordance with proportional and derivative input speed error quantities. Additional authority limits are placed upon the shift confidence factors in accordance with output speed derivative quantities. Additional override downshift control is provided in accordance with additional input speed condition determinations.

A method for determining output torque limits of a powertrain including an electrically variable transmission relies upon a model of the electrically variable transmission. Transmission operating space is defined by electric machine torque constraints, engine torque constraints and battery power constraints. Output torque limits are determined at the limits of the transmission operating space.

A hybrid vehicle includes an engine and a drive motor which adds power to power generated by the engine in a superimposed manner to assist the engine. A power control unit includes: a fourth rotor sensor as a vehicle speed sensor which detects vehicle speed of the hybrid vehicle; an accelerator sensor which detects an amount of accelerator operation; and an ECU having an assist map which determines an output command reference value for the drive motor based on the vehicle speed and the amount of accelerator operation. The ECU outputs, to the drive motor, a corrected output command value which is calculated by adding an additional value corresponding to a rate of change in the amount of accelerator operation, to the output command reference value obtained from the assist map.

An electric rotary machine is disclosed which can adjust relative angles of sub-rotors continuously and regardless of torque direction without generating an attractive force between the field magnets of the sub-rotors. The electric rotary machine includes: a stator having a winding; a dual rotor which is rotatably disposed with a gap from the stator and divided axially along a shaft into a first rotor and a second rotor each having field magnets with different polarities arranged alternately in a rotation direction; a mechanism for varying the axial position of the second rotor relative to the first rotor continuously; and a non-magnetic member located between the first rotor and the second rotor.

A railroad vehicle (1500) for carrying freight is described. The railroad vehicle (1500) comprises power regeneration capability through a traction motor (1530) linked to a driving wheel (1520D), an electrical energy storage system (1550), a controller (1570) that may selectively operate the traction motor (1530) in a motoring mode, a coasting mode, or a dynamic braking mode. In the dynamic braking mode electrical energy from the traction motor (1530) is transmitted to the electrical energy storage system (1550). The controller (1570) is in communication with a communication link (1580) that receives control commands from an external control source (1595), and those control commands indicate the operating mode for a particular period of time.

This invention relates to plug-in hybrid propulsion systems where the energy storage element of the hybrid drive train may be charged with externally supplied electricity as well as energy from the engine or regenerative braking. The invention is a plug-in hybrid system with a fast energy storage and delivery system. In a preferred embodiment the invention comprises a fuel powered engine, a battery, a fast energy storage system, power converters, controllers, drive motors, an electrical distribution system, and a drive train. Additionally, the invention relates to plug-in hybrids that provide services to the electrical utility when the vehicle is connected to the utility grid.

A storage battery system includes a battery module A with a first nonaqueous electrolyte battery including a negative-electrode material which has an average grain size of 2 μm or more and is used to occlude and discharge lithium ions, a battery module B with a second nonaqueous electrolyte battery set at a lithium-ion-occluding potential of 0.4V (vs.Li / Li) or more, and including a negative-electrode material which has an average grain size of primary particles of 1 μm or less and is used to occlude lithium ions, and a controller configured to intermittently connect the module A to the module B to intermittently supply power from the module A to the module B to set a charge state and a discharge depth of the second nonaqueous electrolyte battery within a range of 10 to 90%, when no power is supplied to the module B at least from an outside.

A main power source (2) is, for example, an ordinary Pb battery and generates a voltage of 12-13 V. At the time of starting an engine, the main power source (2) supplies power to a starter (8a). The main power source (2) is given a higher priority than an auxiliary power source (3) to supply power to ordinary loads (8b). The auxiliary power source (3) is a high performance battery (e.g., Li ion battery), which has superior charge acceptance capability and better state detectability over the main power source (2). Furthermore, the auxiliary power source (3) has an internal resistance per unit capacity, which is smaller than that of the main power source (2), and generates a voltage of 9-12 V. A generator (1) is directly connected to the auxiliary power source (3). The auxiliary power source (3) stores regenerative power, which is generated by the generator (1) at the time of deceleration of a vehicle, and is used as a redundant power source for the main power source (2). The main power source (2) and the auxiliary power source (3) are connected to each other through a supply circuit (5), which has a DC / DC converter (4), and a second supply circuit 7, which has a switch (6).

A method for determining output torque limits of a powertrain including an electrically variable transmission relies upon a model of the electrically variable transmission. Transmission operating space is defined by combined electric machine torque constraints and engine torque constraints. Output torque limits are determined at the limits of the transmission operating space.

A power train for a motor vehicle includes a combustion engine, a clutch or other torque-coupling device, a transmission, and an electro-mechanical energy converter that is operable at least as a motor and as a generator. The electro-mechanical energy converter is coupled to the output shaft of the combustion engine through a torque transfer device with at least two rpm ratios that automatically set themselves according to whether the vehicle is operating in a start-up mode or in a driving mode.

A method of operating an internal combustion engine having a plurality of cylinders including at least a first cylinder and a second cylinder, the method comprising firing the first cylinder and the second cylinder in an alternating sequence; during a first mode, adjusting an operating parameter of the engine to produce a first difference between an amount of torque produced by the firing of the first cylinder and an amount of torque produced by the firing of the second cylinder; during a second mode, adjusting the operating parameter of the engine to produce a second difference between an amount of torque produced by the firing of the first cylinder and an amount of torque produced by the firing of the second cylinder; and performing the first mode at a higher engine speed than the second mode; wherein the first difference is greater than the second difference.

A thermal management system for a vehicle includes a heat exchanger having a thermal energy storage material provided therein, a first coolant loop thermally coupled to an electrochemical storage device located within the first coolant loop and to the heat exchanger, and a second coolant loop thermally coupled to the heat exchanger. The first and second coolant loops are configured to carry distinct thermal energy transfer media. The thermal management system also includes an interface configured to facilitate transfer of heat generated by an internal combustion engine to the heat exchanger via the second coolant loop in order to selectively deliver the heat to the electrochemical storage device. Thermal management methods are also provided.

A rotary sensor that outputs two analog signals, such as one sine wave and one cosine wave and has multiple periods within one period of the electrical angle of a motor is employed. The motor is energized at each position for a specified length of time upon its startup by using multiple electrical angles corresponding to the multiple candidate absolute angles obtained from the rotary sensor signal as the initial position of the motor, and the electrical angle at which the motor acceleration becomes maximum is determined as the absolute angle. While the motor drive is in operation, on the other hand, the phase difference Δθ between the phase of the motor at the counter electromotive voltage and the control phase is directly computed from the parameters of the motor, sensed current, voltage command and angle speed so as to correct the shifted position. A high-efficiency motor drive unit with improved maintainability of rotary sensor and improved accuracy of sensing the magnet pole position of a permanent magnet synchronous motor that accelerates and decelerates very quickly in a wide range of speed is realized.

One embodiment relates to a hybrid vehicle drive system for a vehicle including a first prime mover, a first prime mover driven transmission, a rechargeable power source, and a PTO. The hybrid vehicle drive system further includes a hydraulic motor in direct or indirect mechanical communication with the PTO and an electric motor in direct or indirect mechanical communication with the hydraulic motor. The electric motor can provide power to the prime mover driven transmission and receive power from the prime mover driven transmission through the PTO. The hydraulic motor can provide power to the prime mover driven transmission and receive power from the prime mover driven transmission through the PTO.

A method for determining a preferred operating gradient for use in attaining a life objective for an electrical energy storage device in a hybrid vehicle is disclosed. A present state-of-life of the electrical energy storage device is provided and a life target for the electrical energy storage device is established as a predetermined limit in a predetermined metric at a predetermined state-of-life of the electrical energy storage device. A state-of-life gradient is then determined with respect to the predetermined metric which converges the state-of-life of the electrical energy storage device to the life target.

Stationary and on-board battery chargers, methods of charging batteries, electric-vehicle chargers, and vehicles with chargers, including electric vehicles and hybrid electric vehicles. Chargers may automatically charge at the correct battery voltage for various types of batteries. Chargers have variable AC power supplies controlled by digital controllers, isolation transformers, and rectifiers. Transformers may be foil-type, and may have copper foil. Power supplies may be variable-frequency generators and the controllers may control the frequency. Electric vehicle chargers may have card readers, and vehicles may have batteries and a charger. Methods of charging include identifying the battery type and gradually increasing the charging at different rates of increase while monitoring charging voltage, charging current, or both, until a current lid is reached. Charging may occur at constant current and then at constant voltage.

Electric rotary current machine that includes a casing and a stator fitted within the casing. The stator has at least one stator winding. At least two mechanically separate rotors are rotatably mountable within the casing and have a same axis of rotation. In this way, each rotor has electromagnetic interaction with the stator when the stator is electromagnetically active. The rotor speeds are the same or different. A motor control is arranged to control a supply to at least one of said at least one stator winding by superposition of at least two rotary field components, one for each rotor.

In an air conditioning apparatus for a vehicle, a water / refrigerant heat exchanger is disposed at a refrigerant discharge side of a compressor of a refrigerant cycle, and a cooling unit for cooling a heat-generating unit with refrigerant having an intermediate pressure of the refrigerant cycle is disposed at a downstream refrigerant side of the water / refrigerant heat exchanger. The air conditioning apparatus includes an evaporator and a hot-water type heater core disposed in an air conditioning duct. In a cooling water circuit, an engine, a radiator and an electrical pump are disposed in addition to the water / refrigerant heat exchanger and the hot-water type heater core. Thus, refrigerant absorbs heat generated in the heat-generating unit, and is heat-exchanged with cooling water in the water / refrigerant heat exchanger after passing through the compressor. As a result, the heat-generating unit can be cooled sufficiently even when outside air temperature is high in the summer, and heating capacity can be effectively improved using heat generated from the heat-generating unit in the winter.

The metallic case of a power conversion apparatus includes a casing having a side wall, as well as an upper case and a lower case, a first area being formed between a cooling jacket provided at the inner periphery of the side wall and the lower case, the metal base plate dividing the first area between the cooling jacket and the upper case into a lower side second area and an upper side third area, first and second power modules being fastened to a top surface and a capacitor module being provided in the first area, driving circuits that drive inverter circuits of the power modules respectively being provided in the second area, and a control circuit that controls the driver circuits being provided in the third area.

A vehicle including a prime mover, a generator mechanically coupled to the prime mover, a first multi-input drive unit having at least first and second rotational inputs and at least one rotational output wherein the first rotational input is coupled to the prime mover, a first electric motor mechanically coupled to the second rotational input and electrically coupled to the generator and a first pair of vehicle drive wheels coupled to the rotational output.