900results about "Propulsion using engine-driven generators" patented technology

To provide a work vehicle with a hybrid transmission that shifts power from an engine to output to a front traveling unit which can extend forward, while unnecessitating shape change of a transmission case and preventing circulation of lubricant between an electrically-driven transmission chamber and a gearwheel transmission chamber, a front transmission shaft from the gearwheel transmission part.SOLUTION: A work vehicle comprises: an electrically-driven transmission chamber 16; a transmission case 11 which forms a gearwheel transmission chamber 17 positioned at the rear side of the electrically-driven transmission chamber 16 and is to be a partition between the gearwheel transmission chamber 17 and the electrically-driven transmission chamber 16; a front transmission shaft 70 which extends forward from the gearwheel transmission part to perform power transmission to a front traveling device; and a cylindrical member 73 which is arranged in the transmission case 11 to form a power transmission path 74 separated from the electrically-driven transmission chamber 16 passing through the electrically-driven transmission chamber 16 in a cross direction in which the front transmission shaft 70 passes through the power transmission path 74.SELECTED DRAWING: Figure 3

A motor output control system may include an electric motor, at least one powerline component powered by the electric motor and a controller. The controller is configured to monitor and determine a current output of the at least one powerline component and automatically output control signals adjusting output by the electric motor based upon an output of the at least one powerline component.

Aspects of the present disclosure are directed to systems, devices, methods, and computer-readable storage medium for adaptive / dynamic thermal management of an electrical power system having variable electric loads, and components thereof. Thermal management may be driven at least partially by predicted / modeled thermal performance of the component to be managed, which may be calculated or modified using direct or indirect measurements. Embodiments may include adaptive thermal management of at least one of an energy storage system and an electric energy supply. Applications of this disclosure may include adaptive thermal management method for electric vehicles and non-mobility applications, particularly having variable electrical loads, which may impact performance or life of the application.

A vehicle according to the present invention comprises: a vehicle battery; a motor generator that is capable of inputting and outputting electric power to and from the vehicle battery and an external battery which is externally provided; a circuit unit that connects the motor generator to the vehicle battery and the external battery; and a control unit that controls the vehicle battery and the external battery. When electric power is input to and output from both the vehicle battery and the external battery, the control unit restricts input and output of electric power to and from one of the vehicle battery and the external battery on the basis of a load applied to the circuit unit.

A method for controlling torque generated by at least one traction motor of a vehicle before a vehicle launch includes: determining that torque demand increases while simultaneously at least one brake of the vehicle is in an applied state; in dependence on the determination, limiting torque generation by the traction motor in response to torque demand; and removing the limit in dependence on release of the at least one brake.

A second control unit performs a switching control task of repeatedly switching between an on state and an off state of an upper-arm switching device of a voltage converter in response to determination that a monitored terminal voltage across a smoothing capacitor is not lower than or equal to an anomaly determination threshold during failure of a first control unit. The second control unit determines whether the switching control task causes the monitored terminal voltage across the smoothing capacitor to be lower than or equal to the anomaly determination threshold. The second control unit controls, in response to determination that the switching control task causes the monitored terminal voltage across the smoothing capacitor to be lower than or equal to the anomaly determination threshold, at least one motor-generator to perform a limp-home control task of the electric vehicle.

The invention provides a control method and a control system of an extended-range vehicle and the vehicle. The control method comprises the steps that during the running period of the range extender, vehicle related parameters are obtained; pre-judging whether a driver has an emergency braking intention or not based on the vehicle related parameters; and under the condition that it is pre-judged that the driver has the emergency braking intention, the power of the range extender is restrained in advance. According to the method, the power of the range extender can be reduced in advance through vehicle emergency braking pre-judgment, so that the response speed of emergency braking can be increased, and the braking recovery capacity is preferentially guaranteed to the maximum extent.

An electric vehicle (EV) charging station for fast charging (e.g. 5 to 15 minutes) an electric vehicle (EV). The EV charging station can be configured to charge multiple EVs and multiple conventional vehicles at the same time. The EV charging station can include a power source, an electric reservoir receiving power from the power source, an AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the electric reservoir, an EV charger receiving DC power from the electric reservoir; and a first DC to DC converter receiving DC power from the electrical reservoir and converting the DC power to DC power suitable for charging the electrical vehicle.

Methods and systems for configuring a four-wheel drive high gross weight vehicle are presented. In one non-limiting example, a traction battery covers a lateral expanse between a first frame rail and a second frame rail, thereby providing higher storage capacity for the traction battery even though the vehicle is configured for four-wheel drive.

To provide a vehicle control device in a vehicle comprising an engine and an electric motor as power sources for driving, that can enhance traction of the vehicle in accordance with a road surface condition on which the vehicle travels.SOLUTION: A vehicle 10 comprises an engine 12 and an electric motor MG as power sources for driving. An electronic control unit 100 performs at least one of: execution of control to set the engine 12 in a driving state when the vehicle 10 is in a stuck state; and execution of control to set the electric motor MG in a driving state when a vehicle speed V is equal to or lower than a vehicle speed determination value V_jdg and a requested driving torque Trdem is equal to or greater than a torque determination value Trdem_jdg. Thereby, it becomes easier for the vehicle 10 to escape from the stuck state or to transmit a large driving torque to wheels when a large driving torque is required at a start of driving. Thus, traction of the vehicle 10 is increased in accordance with a road surface condition on which the vehicle 10 travels.SELECTED DRAWING: Figure 1

An electric power source apparatus includes a drive control apparatus and an auxiliary control apparatus. The drive control apparatus and the auxiliary control apparatus are configured to communicate with each other. When one of the drive control apparatus and the auxiliary control apparatus is a first control apparatus and the other of the drive control apparatus and the auxiliary control apparatus is a second control apparatus, the first control apparatus is configured to continue a function to communicate with the second control apparatus even when the first control apparatus is not able to normally communicate with the second control apparatus, and configured to execute communication with the second control apparatus when the first control apparatus is put into a state where the first control apparatus is able to normally communicate with the second control apparatus.

An arrangement for a vehicle, the arrangement comprising an electric traction motor, an energy system comprising a traction battery, the energy system being configured to feed electric energy from the traction battery to the electric traction motor in a first load condition, and configured to receive electric energy generated by the electric traction motor in a second load condition, and an energy dissipater electrically connected to the energy system, wherein the arrangement further comprises processing circuitry configured to determine an indication of a load condition change of the energy system from the first load condition to the second load condition, and control the energy system to feed electric energy to the energy dissipater in response to the indication of the load condition change.

A propulsion system for an aircraft can include an electric power source and an propulsion assembly having a propulsor. An electric power bus can electrically connect the electric power source to the propulsion assembly. The electric power source can be configured to provide electrical power to the electric power bus. An inverter converter controller can be positioned along the electric power bus and can be electrically connected to the electric power source at a location downstream of the electric power source and upstream of the electric propulsion assembly.

The present disclosure relates to a vehicle control system and method for SoX management. The vehicle control system comprises a control circuitry and a battery management system. The control circuitry determines an operational schedule of the vehicle and monitors at least one parameter of battery state. The battery management unit is communicatively coupled to the control circuitry. The battery management unit defines and implements an adaptive battery threshold window based on an operational schedule of the vehicle and the at least one parameter of battery state. The adaptative battery threshold window comprises multiple soft threshold values.

A device and a method for controlling an SOC of a battery of a hybrid vehicle are provided. The device includes at least one processor, and the processor sets a battery SOC at a time of terminating operation of the vehicle by activating a SOC setting function when a destination is set. The processor further determines whether the set battery SOC is equal to or less than a SOC chargeable with a high efficiency, and performs battery SOC control such that a battery SOC reaches the set battery SOC at a time of arrival at the destination of the vehicle when the set battery SOC is equal to or less than the SOC chargeable with the high efficiency.

A traveling control apparatus for a vehicle that travels by transmitting force of a driving motor to tires is provided, including: a relaxation length calculation unit that calculates a relaxation length of the tires in a longitudinal direction as a moving distance required until a lateral force reaches a steady-state value when a slip angle is present in the tires; and a slip rate calculation unit that divides a deviation length of a deformation of the tires in the longitudinal direction, by the relaxation length calculated at the relaxation length calculation unit, thereby calculating a slip rate indicating a degree of slip between the tires and a road surface.

The invention relates to the technical field of unmanned aerial vehicles, in particular to an energy control method, system and equipment for a heavy oil hybrid power unmanned aerial vehicle, and the method comprises the steps: recognizing a current working condition based on the flight state parameters of the unmanned aerial vehicle collected by a sensor, and if the flight height change rate is greater than or equal to a preset change rate and lasts for a first preset time period, starting a controller; if yes, identifying the current working condition as a take-off working condition; if the flight height change rate is smaller than the preset change rate and lasts for a second preset time period, identifying the current working condition as a cruise working condition; the flight state parameter comprises a flight height change rate; when the unmanned aerial vehicle is in a take-off working condition, the power generation all-in-one machine is started to cooperatively supply energy with the energy storage device, and power is provided for the brushless direct-current motor; and when the unmanned aerial vehicle is in a cruise working condition, the power generation all-in-one machine is started to output in two paths, one path drives the brushless direct-current motor, the other path charges the energy storage equipment, power requirements of different stages are matched through a differential energy supply strategy, and the energy utilization rate and the endurance time of the unmanned aerial vehicle are improved.

To provide a control device for a hybrid vehicle that ensures good drivability while suppressing NOx emissions to the outside of the vehicle, even when a malfunction occurs in the LNT system. [Solution] A control device for a hybrid vehicle having an engine and an electric motor as power sources, enabling series hybrid driving and direct engine driving, and having a NOx purification system using an SCR catalyst and an LNT catalyst in the exhaust passage of the engine, comprising: an abnormality detection unit that detects abnormalities related to the NOx purification system using the LNT catalyst; and a driving state control unit that, when the abnormality is detected, prohibits direct engine driving as the driving mode of the vehicle and restricts it to series hybrid driving, and causes the engine to operate in a steady state so that the output from the engine is above a predetermined value within an output range that does not exceed the amount of NOx that can be purified by the NOx purification system using the SCR catalyst.

To provide a control device of a vehicle which can balance cooling of an electric motor and power generation by the electric motor.SOLUTION: A control device of a vehicle comprises: an internal combustion engine; an electric motor; and a cooling device. The electric motor is connected with the internal combustion engine. The cooling device is driven by rotation of the electric motor to cool the electric motor. The control device includes: a temperature acquisition part which acquires temperature of the electric motor; and a rotation number control part which controls rotation number of the internal combustion engine. The rotation number control part increases, when the temperature of the electric motor is higher than a first temperature, the rotation number of the internal combustion engine during idling in comparison with a case that the temperature is the first temperature or less.SELECTED DRAWING: Figure 2

This invention pertains to a three-port isolated active bridge DC-DC power converter comprising a control unit, a first primary-side port, a second primary-side port, two primary-side switching elements, a blocking switch, a secondary-side port and two secondary-side switching elements. The control unit is configured to open and to close the blocking switch, for preventing and allowing power flow between a primary side and a secondary side of the power converter. The control unit is configured to control the two primary-side switching elements and the two secondary-side switching elements for converting power between the primary-side ports and the secondary-side port. This invention further pertains to a three-port isolated active bridge DC-DC power converter system, a multi-port isolated active bridge DC-DC power converter, a multi-port isolated active bridge DC-DC power converter system, a solar power assembly, and a vehicle.

Methods (400, 500) for power transmission, comprising: Setting a clutch torque (612, 712) of a clutch (191) of a differential (193) that drives a first wheel (131) and a second wheel (131), in response to a difference between a braking torque of the second wheel (131) and a braking torque of the first wheel (131); and Setting a regenerative torque of an electric machine (120) in response to the braking torque of the first wheel (131) and the braking torque of the second wheel (131) and the clutch torque (612, 712).

To provide a control device of a hybrid vehicle that can smoothly perform gear change without using a plurality of clutches, downsize a transmission and reduce manufacturing costs of the transmission.SOLUTION: When performing gear change from an odd number stage to an even number stage, a control part 30 that controls an engine 2 and a transmission 3 reduces engine torque to zero, increases motor torque of a motor generator 23 of the odd number stage of an intermediate shaft 42 of the odd number stage having a first speed gear pair 45 and a third speed gear pair 47 in which a gear change stage of the odd number stage is established so as to make up for driving of the engine 2, and makes a rotation speed of an intermediate shaft 43 of the even number stage transferred from the odd number stage to the even number stage synchronize with a rotation speed of an input shaft 41.SELECTED DRAWING: Figure 2

A drive system of an electric vehicle drives, by electric power of a battery, a travel motor including a plurality of phases having a first coil group and a second coil group which include a common teeth portion. The drive system includes: a drive circuit that includes a first inverter which is connected to the first coil group and a second inverter which is connected to the second coil group in each phase of the travel motor; and a control portion that performs a discharging control which causes the first coil group and the second coil group that are in phase to generate a magnetic flux in an opposite direction to each other by controlling at least one of a connection state between the first inverter and the first coil group and a connection state between the second inverter and the second coil group in a state where the battery is electrically separated from a condenser that is connected in parallel between positive and negative electrodes of the battery when there is a discharging request of the condenser.

Procedures for controlling an electric vehicle, which include the following: Changing the operation of an electric vehicle in response to a predicted energy consumption value; characterized in that the method further comprises the following: Adjusting the predicted energy consumption in response to a standard deviation of fluctuations in past energy consumption values ​​(R); and Reducing a predicted remaining range (DTE) in a non-linear manner using the adjusted predicted energy consumption as a battery state of charge (BSOC, CSOC) decreases, where the predicted energy consumption value X is calculated using the following equation (1): X = μ+ z'* σ , where µ is the mean energy consumption value during a driving cycle, σ is the standard deviation of the energy consumption value during the driving cycle, and z' is a weighting factor of σ.

A computer includes a processor and a memory storing processor-executable instructions. The processor is programmed to prevent a traction battery from providing power to a vehicle powertrain below a charge threshold, and then, upon one of (a) receiving an acceleration demand above an acceleration threshold and (b) predicting that a planned maneuver classified as high acceleration will occur within a time threshold, permit the traction battery to provide power to the vehicle powertrain below the charge threshold.

A hybrid drive system (200) for a work machine (100) includes a drive system (202). The drive system (202) includes an engine (204) that generates a first energy supply. The drive system (202) also includes a generator (206) mechanically coupled with the engine (204) to drive the generator (206). The drive system (202) further includes a battery system (208) that generates a second energy supply. The drive system (202) includes a motor generator unit (210) mechanically coupled with the generator (206) to drive the generator (206). The motor generator unit (210) is driven by the battery system (208). The hybrid drive system (200) also includes a controller (216) communicably coupled with the drive system (202). The controller (216) is configured to control the drive system (202) to direct, towards one or more traction motors (110, 112) of the work machine (100), a portion of at least one of the first energy supply via the generator (206) and the second energy supply via the motor generator unit (210) and the generator (206).

A system and a method of calculating the current consumption of components in a vehicle are disclosed. The system may include a controller and a memory stored thereon instructions for executing the method. The method comprising: receiving from at least one magnetic flux sensor located at a known location in the vehicle, a magnetic flux pattern at various frequencies, indicative of the magnetic field at the location; identifying at least one first magnetic flux maximum at a first frequency corresponding to a first component of the vehicle; and calculating a first current consumption of the first component based on the at least one first magnetic flux maximum.

A vehicle body management system for managing a vehicle body having a power train formed by a plurality of parts including a prime mover, the vehicle body management system including: a processing device that computes an efficiency value of a monitoring target, the monitoring target being the power train or a part or a subsystem of the power train, on the basis of information about the vehicle body, the information being sensed by a sensor provided to the vehicle body; and an output terminal that outputs the efficiency value of the monitoring target, the efficiency value being computed by the processing device, the processing device computing a load parameter of the power train, determining whether the load parameter is larger than a load determination value set in advance, computing the efficiency value of the monitoring target on the basis of input energy and output energy of the monitoring target on condition that the load parameter be larger than the load determination value, and recording the computed efficiency value of the monitoring target.

An aircraft propulsion system is provided. The system may provide improved directional control of an aircraft, eliminating the need for a tail rotor. The system may include a frame connected between a body of the aircraft and a main rotor having a torque effect on the body. The system may also include a first motor mounted to the frame and configured to spin in a first rotational direction. The system may further include a second motor mounted to the frame and configured to spin in a second rotational direction opposite the first rotational direction to create a force opposite the force imparted to the body by the torque effect of powering the main rotor. The second motor and the first motor drive the main rotor in the first rotational direction. The aircraft is steered around a vertical axis by adjusting the power level (current) of the first and second motor.

Automotive designers are making a major shift away from internal combustion engines and towards batteries and electric motors. Until the infrastructure is in place to support full electrification, hybrid electric vehicles (HEVs), which contain both an internal combustion engine and an electric machine, are a step towards electrification and higher system fuel efficiency while maintaining the expected driving range. To achieve even higher system fuel efficiency, HEVs can use combustion modes that offer higher efficiency than spark ignition (SI) operation. The problem with such combustion modes is that they cannot be used over as wide an operating range as SI operation, and transitions between modes are time-consuming and cumbersome. By making the ICE in an HEV a multi-combustion mode engine and tweaking the mode switching with an EM, the high fuel efficiency of alternative combustion modes can be leveraged while still providing the smooth driving experience that vehicle users expect.