51results about "Hybrid vehicles" patented technology

Systems and methods are disclosed for detecting balanced electrical leakage between a power source and a machine frame. In one embodiment, a balanced fault detection system for a machine includes a power source that is electrically insulated from a machine frame and a leakage detection switch that is connected to a ground. The balanced fault detection system also includes a leakage detection resistor that is interposed between a power source terminal and the switch having a leakage detection resistance. The balanced fault detection system further includes a voltage measuring device that measures voltages of the power source at positive and negative voltage sides of the ground and a leakage calculator that calculates a leakage resistance of the machine based on the measured voltages at the positive and negative voltage sides and the leakage detection resistance.

In response to a driver's braking request operation, for example, the driver's depression of a brake pedal 85, a hybrid vehicle 20 sets a fraction of a regenerative braking torque by a motor MG2 and a fraction of a braking torque by a brake unit 90 relative to a preset braking torque demand Tr* according to the setting of a speed change ratio in a transmission 60 (steps S280, S290, S310, S320, S390, and S400). The hybrid vehicle 20 controls the motor MG2 to output the regenerative braking torque based on the preset braking torque demand Tr* and the set fraction of the regenerative braking torque, while controlling the brake unit 90 to enable the braking torque based on the preset braking force demand Tr* and the regenerative braking torque by the motor MG2 to be applied in a distributive manner at a preset front-rear braking torque distribution ratio ‘d’ to front wheels 39a and 39b and to rear wheels 39c and 39d.

Disclosed in the present invention is a tandem starter-generator construction that includes an induction motor-generator, a permanent magnet motor-generator and power transmission unit disposed adjacent to the motor-generators. The induction motor-generator is utilized predominantly as a motor to provide mechanical power at relatively high efficiency as a motor, and as a generator to provide electrical power during regenerative braking. The permanent magnet motor-generator is used predominantly as a generator for very high efficiency power conversion and to capture additional electrical power during regenerative braking to compensates for the regenerative energy captured at lower efficiency by the induction motor-generator. Accordingly, the tandem motor-generator construction disclosed herein overcomes the drawbacks of low efficiency of an induction motor-generator operating in regenerative mode and a permanent magnet motor-generator magnetic drag losses during periods of non-utilization at high speeds in order to improve fuel efficiency of a parallel hybrid vehicle.

The invention provides a driving method and a system for a series type hybrid power vehicle. The method comprises the steps: a vehicle in running state is driven, wherein, when the carrying capacity of a battery is more than a lower limit threshold value and acceleration is not more than upper limit acceleration, the battery supplies power to a motor to drive the vehicle to run and keeps the motor not working; when the carrying capacity of the battery is less than the lower limit threshold value or the acceleration is more than the upper limit acceleration, the motor is started up to drive a generator to generate electricity. Therefore, power can be applied to the utmost extent so as to reduce the application of fuel and realize the best fuel economy.

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The IVT provides substantially seamless shifting between the plurality of transmission modes.

When cranking is started, a control unit of an ECU determines an advance amount by which an intake valve closing timing is advanced from a fully retarded position toward a bottom dead center, and transmits the determined advance amount to a variable valve timing mechanism. After cranking is started, the control unit determines that there is an abnormality in the variable valve timing mechanism, when the advance amount is larger than 0, and when an actual intake valve closing timing, determined using an intake cam angle from a cam angle sensor and a crank angle from a crank angle sensor, is not advanced from the fully retarded position. When it is determined that there is an abnormality in the variable valve timing mechanism, the control unit outputs a control signal to an inverter to increase an output torque of a motor, which is a driving source for cranking.

The invention discloses a fuel cut sliding shift control method for a hybrid vehicle. The hybrid vehicle comprises a hybrid vehicle controller, an engine controller, a transmission controller, a motor controller and a battery controller which are mutually coupled and communicated. When the hybrid vehicle is free from faults and is in a fuel cut sliding mode, the hybrid vehicle controller receives signals from other controllers to judge whether the fuel cut sliding shift process control is carried out, determines the target revolving speed of the engine and the motor, calculates a practical requirement torque of the motor on the basis of the difference value of the current revolving speed and the target revolving speed of the motor, calculates the practical output torque of the motor on the basis of a motor torque limitation value and the practical requirement torque of the motor, sends the practical output torque of the motor to the motor controller and judges whether the fuel cut sliding shift process control is kept. The method has the characteristics that the motor revolving speed is controlled to successively regulate the current revolving speed of the engine in the shift process, and therefore, a lock-up clutch can be quickly locked up again after shift is finished.

A dual-clutch transmission of a countershaft design includes a main transmission and a downstream group transmission. The main transmission has a solid first transmission input shaft connected to the output of a first powershiftable clutch, a hollow second transmission input shaft connected to the output of a second powershiftable clutch/electric machine, through which the first transmission input shaft extends, and two countershafts arranged coaxially with one another. The first countershaft is a hollow shaft and the second countershaft passes through the first countershaft. A drive output shaft of the main transmission is arranged coaxially with the two transmission input shafts and is the drive input shaft of the group transmission. The drive input sides of the powershiftable clutches/machines are connected to a drive aggregate, and to bridge across the group transmission, the second countershaft can be connected via a shifting element to the group transmission drive output.

A control apparatus for controlling a vehicle, the vehicle provided with: a rotating electrical machine capable of inputting or outputting a torque with respect to an input shaft; and a transmission, which is disposed between the input shaft and an output shaft coupled with an axle, which is provided with a plurality of engaging apparatuses, which transmits a torque between the input shaft and the output shaft, and which can establish a plurality of gear stages having mutually different transmission gear ratios in accordance with engagement states of the plurality of engaging apparatuses, the transmission gear ratio being a ratio between a rotational speed of the input shaft and a rotational speed of the output shaft, the vehicle control apparatus provided with: a detecting device for detecting a braking operation amount of a driver; and an input shaft torque controlling device for controlling a torque of the input shaft such that in cases where the detected braking operation amount changes in a reducing direction which promotes a reduction in a braking force applied to the vehicle in a coast regeneration speed change period in which the gear stage is changed at the time of coast regeneration of the rotating electrical machine, a change in torque of the output shaft accompanied by the change in the braking operation amount is suppressed.

A method for controlling a hybrid traction assembly includes an initial depleting phase which begins at the beginning of the vehicle mission and where the hybrid traction assembly is controlled to cause depletion of the storage device at a high first mean depletion rate, at least one sustaining phase where the hybrid traction assembly is controlled so that the state of charge is maintained in a predetermined sustaining range. The method further includes a second depleting phase which extends between the initial depleting phase and the sustaining phase, wherein the hybrid traction assembly is controlled to cause depletion of the storage device at a second mean depletion rate, the second mean depletion rate being lower than the first mean depletion rate.

An energy management strategy for boats and ships is provided. The output and distribution of energy are dynamically adjusted in accordance with commands, tides, time, locations, weather, hydrologic conditions and other factors may impact the sailing, in order to optimize the energy efficiency of boats and ships.

A damping control device for an electric vehicle is having a continuously variable transmission between a motor and left and right front wheels. The damping control device drive system includes a feedback control unit, which suppresses a vibration accompanying a disturbance in the rotational speed of the motor, and an operation determination unit, which determines whether or not an absolute value of a second-order differential of the transmission ratio is equal to, or greater than, a predetermined value, wherein when the absolute value of the second-order differential of the transmission ratio is equal to, or greater than, the predetermined value. The feedback control unit performs control of the output torque of the motor whereby a compensation torque component for suppressing a vibration accompanying a gear shift is subtracted from a compensation torque.

An energy management control device for a hybrid vehicle has an energy management controller that suppresses an occurrence of a condition in which an EV start is not possible due to insufficient battery charge capacity when an engagement clutch fails. When the energy management controller has determined that one of the engagement clutches has failed that is used to carry out an EV start using a first motor generator as a drive source that receives electrical power from a high-power battery when starting the vehicle, energy management maps are used in energy management control, which have a usage SOC range that is broader than the usage SOC range of the normal energy management map, which is used during normal operation.

A method for controlling an engine in a hybrid electric vehicle according to the present disclosure includes, in response to a drive motor being unavailable, commanding an engine power equal to the lesser of a first and a second power. The first power is sufficient to satisfy a driver wheel torque request at the current engine speed, and the second power corresponds to a maximum engine torque available at a target engine speed, where the target engine speed is selected to attain a desired battery state of charge.

Even when a motor fails in an EV travel mode in which a clutch is disengaged, an amount of hydraulic oil that is supplied to the clutch can be secured by reducing a transmission leaked amount. Accordingly, the clutch can be engaged, and an oil pump can be driven by power of an engine. Thus, an evacuation travel by the engine is allowed when the motor fails in the EV travel mode.

The present invention discloses a four-wheel driving converter for an electric automobile, wherein a four-wheel converter (5) provided on an electric automobile is simultaneously provided a planetary gear train (20) and a clutch (40) arranged between a motor (6) and a differential gear (4) to realize four-wheel driving, after a speed change time point, the rotation speed of the motor is reduced to a high-speed segment, and even if the connected state between the motor (6) and the differential gear (4) is removed, the four-wheel driving is realized without damaging the motor (6), and the entire traveling segment of the electric automobile can implement regenerative brake, thereby greatly increasing regenerative brake efficiency.

The invention discloses a hybrid power system, and belongs to the technical field of vehicle engineering. The hybrid power system comprises an internal combustion engine, a battery pack, a motor, a transmission device, an oil pump and a gearbox. The transmission device comprises a first clutch, a bent axle of the internal combustion engine is connected with a rotor of the motor through the first clutch, the battery pack is electrically connected with the motor, and the rotor of the motor is connected with a rotor of the oil pump and the gearbox as well. The battery pack is used for providing apower source for the motor, the motor is used for driving the gearbox when the first clutch is disconnected so as to drive a vehicle to run, or driving the internal combustion engine to start up whenthe first clutch is controlled to be connected through the oil pump, and the internal combustion engine is used for driving the gearbox to drive the vehicle to run. When the vehicle is at a braking state or decelerating state, the motor is further used for charging the battery pack.

Embodiments of the invention provide a shunting locomotive control method and a shunting locomotive. The method comprises the following steps: acquiring the working state of the shunting locomotive, wherein the working state is specifically one selected from a group consisting of a waiting-for-working state, a light locomotive running state and a shunting state; if the working state is the waiting-for-working state or the light locomotive running state, controlling the shunting locomotive to enter the mode of power supply via a power battery, wherein in the mode of power supply via the power battery, the power battery supplies power to the shunting locomotive; and if the working state is the shunting state, controlling the shunting locomotive to enter the mode of power supply via a dieselengine, wherein in the mode of power supply via the diesel engine, the diesel engine supplies power to the shunting locomotive. Therefore, the method overcomes the problem of large current supply lossof the diesel engine when the shunting locomotive is in the waiting-for-working state and the light locomotive running state, solves the problem that the power battery has large capacity and large size, and reduces requirements on the diesel engine.

The invention provides a vehicle power supply system capable of reliably and quickly discharging charges stored in a capacitor during a vehicle collision or the like. A vehicle power supply system (10) to be installed in a vehicle (1) includes a battery (18) having a rated voltage lower than a predetermined voltage, a capacitor (22) having a rated voltage higher than the predetermined voltage, a capacitor discharging device (19) that discharges the electric charge stored in the capacitor (22), and a control device (19a) that controls the capacitor discharging device (19), in which the controldevice (19a) controls the capacitor discharging device (19) so that the electric charge stored in the capacitor (22) is discharged and the battery (18) is charged with the discharged electric charge when the vehicle (1) collides or when the capacitor (22) is to be replaced.

What is required is a control device capable of reducing the starting time of an internal combustion engine, and suppressing the transmission of torque shock to wheel side when a first engagement device shifts from a disengagement state to a slip engagement state and when the first engagement device shifts from the slip engagement state to a direct-coupling engagement state. After a request to start an internal combustion engine is made while a first engagement device is in a disengagement state and a second engagement device is in a direct-coupling engagement state, a control device starts first shift control for shifting the first engagement device from the disengagement state to a slip engagement state and second shift control for shifting the second engagement device from the direct-coupling engagement state to the slip engagement state, starts the rotation speed control of a rotating electric machine before the first engagement device shifts to the slip engagement state, and shifts the first engagement device from the slip engagement state to the direct-coupling engagement state after determining that the second engagement device has shifted to the slip engagement state.

A hybrid transmission (10) for a motor vehicle with an internal combustion engine (VM) and an electric prime mover (EM1) is provided. The hybrid transmission (10) includes a first transmission input shaft (14) for a first sub-transmission, a second transmission input shaft (16) for a second sub-transmission, at least one countershaft (18), multiple gear change devices (A-F) for engaging gear steps (E1, E2, 1, 2, 3, 4), and idler gears and fixed gears arranged in multiple gear set planes for forming the gear steps. A portion of the gear steps are engageable for the internal combustion engine, and a portion of the gear steps are engageable for the electric prime mover. At least one of the gear steps is engageable for the internal combustion engine and for the electric prime mover regardless of the gear step engaged for the particular other machine.