Abstract: In a hybrid vehicle control apparatus, a motor control unit executes input power control on a MG unit to stabilize a system voltage. This input power control for MG unit is executed independently from torque control on an AC motor so that the input power control and the torque control are stabilized. The motor control unit further adjusts a current control gain for torque control in accordance with an input power amount of the MG unit. As a result, the current control gains of a q-axis current and a d-axis current for torque control are varied in correspondence to variations in torque variation rate in the q-axis direction and the d-axis direction in accordance with the input power amount, so that the torque is restricted from varying with variations in the q-axis current or the d-axis current.

Abstract: In a hybrid vehicle control apparatus, a motor control unit executes the input power control on a MG unit independently from a torque control on an AC motor so that the input power control and the torque control are stabilized. The motor control unit further executes a torque difference reduction control, which controls current vector of the AC motor, to reduce a torque difference to zero substantially thereby preventing uncomfortable torque variation in a transient condition of input power control of the MG unit. The torque difference is calculated based on a first estimated torque calculated from a detected motor torque of the AC motor and a second estimated torque calculated from a command current vector for torque control of the AC motor.

Abstract: A motor control unit executes a system voltage stabilization control for suppressing variation in a system voltage by operating reactive power of a motor/generator unit including an AC motor, and executes a conversion power control to control the output power of a voltage boosting converter to a command value. A target power operation amount necessary for stabilizing the system voltage is distributed to a motor/generator power operation amount command value and to a conversion power operation amount correction value. The target power operation amount can be obtained by being shared by the motor/generator unit and the voltage boosting converter, even when the target power operation amount is in excess of a limit value of power control amount of the motor/generator unit.

Abstract: In a hybrid vehicle control apparatus, a motor control unit executes a system voltage stabilization control, in which an input power to a MG unit is controlled to suppress variations in the system voltage. The motor control unit executes the input power control on the MG unit independently from a torque control on an AC motor so that the input power control and the torque control are stabilized. Before a smoothing capacitor is sufficiently, a conversion voltage control is executed to control an output voltage of a voltage booster converter while prohibiting the system voltage stabilization control. After the pre-charging of the capacitor, the conversion voltage control is changed to the conversion power control.

Abstract: Right after a system operation start but before a smoothing capacitor has been sufficiently pre-charged, conversion voltage control is executed to control a voltage boosting converter so that a system voltage is first raised to a target value. After the smoothing capacitor has been pre-charged, the conversion voltage control is changed over to conversion power control to control the output power of the voltage boosting converter, so that the output power of the voltage boosting converter is brought into agreement with a command value. While the conversion power control is being executed, system voltage control by operating the input power to the MG unit is prohibited.

Abstract: A control apparatus for a vehicle controls the input power of an AC motor to reduce the difference between a target value and detected value of the system voltage. When a rotation speed of the AC motor increases to be higher than a predetermined value or when a command value of a torque generated by the AC motor increases to be greater than a predetermined value, a current vector is adjusted to a value on a lagging side in order to control the input power of the AC motor. Thus, an input power operation quantity required for stabilizing the system voltage can be realized with a high degree of reliability. When the rotation speed and the command value decrease, the current vector is adjusted to a value on a leading side in order to control the input power of the AC motor.

Abstract: In an electric vehicle having a plurality of MG units each including an AC motor and an inverter, a control apparatus executes system voltage stabilization control to suppress variations in a system voltage by adjusting an input power of a first MG unit or a second MG unit so as to reduce the difference between a target value and detected value of the system voltage. In execution of this control, either one or both of the MG units is selected by a selector by using information on the first MG unit and the second MG unit. The system voltage stabilization control is executed on the selected MG unit. Alternatively, the control apparatus may execute the system voltage stabilization control by selecting a voltage boosting converter.

Abstract: In a control apparatus for an electric vehicle, an input power operation quantity that reduces the difference between a target value of a system voltage and a detected value of the voltage is computed, and a duty ratio of a rectangular waveform applied to an inverter is set at a value that changes the input power of a MG unit by the input power operation quantity. The phase of the rectangular waveform is set at a value that suppresses torque variations caused by the duty ratio as variations of a torque generated by the AC motor. 3-phase voltage command signals are computed on the basis of the phase and the duty ratio and supplied to the inverter. In this way, variations in system voltage can be suppressed by controlling the input power of the AC motor, while sustaining the torque generated by the AC motor unchanged.

Abstract: In electric vehicle control, system voltage stabilization control is executed to reduce the difference between a target value and detected value of a system voltage generated by a voltage boosting converter for an AC motor. Further, conversion power control is executed to reduce the difference between a command value and detected value of the conversion power, which is defined as the output power of the voltage boosting converter. A conversion power correction quantity is computed from an input power operation quantity of the system voltage stabilization control and reflected in the conversion power control to correct the conversion power. Thus, variations in a system voltage caused by an error or the conversion power control can be reduced.

Abstract: In electric vehicle control, system voltage stabilization control is executed to reduce the difference between a target value and detected value of a system voltage generated by a voltage boosting converter for an AC motor. Further, conversion power control is executed to reduce the difference between a command value and detected value of the conversion power, which is defined as the output power of the voltage boosting converter. Thus, variations in a system voltage caused by an error or the conversion power control can be reduced.

Abstract: A power train system for a vehicle is disclosed, in which the vehicle is provided with front wheels and rear wheels, one of which are main drive wheels and the other of which are subsidiary drive wheels. The system comprises a first power source arranged to power the main drive wheels and a second power source arranged to power the subsidiary drive wheels. The system further comprises a wheel coupling shaft mechanically coupled with the subsidiary drive wheels and a power distribution device mechanically coupled with the wheel coupling shaft and the second power source to perform power distributions to and from the wheel coupling shaft.

Abstract: A hybrid vehicle includes an internal combustion engine and a motor. A power split means splits a crankshaft power of the internal combustion engine into two drivelines to drive traction wheels of the vehicle using one of the drivelines. A generator is coupled to the other driveline such that torque of the motor is allowed to act upon the one of the drivelines to drive the traction wheels during operation of the motor. A controller includes motor drive mode determination means and control means. The motor drive mode determination means determines whether the vehicle is in a motor drive mode. The control means controls the torque produced in the generator in such a manner that if it is determined that the vehicle is in the motor drive mode, the torque to act upon the crankshaft from outside the internal combustion engine is generally zero.

Abstract: Accessory-driving equipment connects an engine having an idle stop system, a motor-generator and an accessory including an air-conditioner compressor that is driven even at a time when the idle stop system is operated. The accessory is driven by the engine when the engine is running and driven by the motor-generator when the idle stop system is operated. The accessory-driving equipment includes a first shaft for connecting to the engine, a second shaft for connecting to the motor-generator, a third shaft for connecting to the accessory, a lock device for locking the third shaft and a clutch. The clutch and the lock device are operated so that a torque transmitted from the engine through the first shaft is distributed to the motor-generator and the accessory, or a torque is transmitted from the motor-generator to the engine.

Abstract: Three shafts of a planetary gear mechanism, which is a torque distribution mechanism, are connectable to an engine, a motor-generator and a compressor, respectively. An engine connecting shaft, a motor-generator connecting shaft and an accessory equipment connecting shaft are connected to a ring gear, a carrier and a sun gear, respectively. A single motor-generator can perform four different operations: a compressor driving operation when an idle stop function is performed, an engine starting operation by the motor-generator, a motor-generator driving operation by the engine, motor-generator driving and compressor driving operations by the engine.

Abstract: A composite auxiliary machine for a vehicle and an accompanying control unit to control a compressor. The composite auxiliary machine for a vehicle includes a compressor for compressing refrigerant, a rotary machine that acts as an electric motor and a generator, and a torque and power distributing mechanism for distributing engine torque and power from a drive shaft to a compressor shaft and a rotary machine shaft, and from the rotary machine shaft to the drive shaft and compressor shaft. An intermittent mechanism is provided to the torque and power distributing mechanism so as to connect and disconnect any two of the drive shaft, the compressor shaft, and the rotary machine shaft. A locking mechanism is provided for restricting rotation of the compressor shaft. The compressor includes variable displacement mechanism for varying the amount of discharge per turn of the compressor shaft.

Abstract: A shaft of a planetary gear mechanism is connected via a lock mechanism to an air-conditioner compressor. A shaft is connected to an engine, and a shaft is connected to a motor-generator. The shaft or the shaft of the motor-generator is linked to the shaft through a clutch mechanism. A control unit reduces shock by changing the rotation speed of the motor-generator on the basis of the engine speed and reducing a speed difference between the input shafts of the clutch mechanism and a speed difference between the input shafts of the lock mechanism before engaging of the clutch mechanism and releasing of the lock mechanism.

Abstract: A power distributing mechanism distributes a power at a first axis from the engine to a second axis coupled to a motor generator, and a third axis coupled to a compressor for air conditioning. A clutch mechanism provides the connection/disconnection of the second axis to/from the third axis, and a lock mechanism provides the locking and unlocking of rotation of the third axis. The control unit inhibits switching operations of the clutch mechanism and lock mechanism for a startup transition period of the engine and a to-stop transition period of the engine and controls the inverter to suppress the operation of the motor generator in the generator mode for a startup transition period of the compressor and a to-stop transition period of the compressor, while the engine is running.

Abstract: If there is an error in the feeding system and the error condition allows the motor vehicle to run, the power to electric load systems having a low priority is cut off. If the error condition does not allow the motor vehicle to run, the power to all electric loads is cut off. If there is an error in an electric load system having a high priority, the power to all electric loads is cut off. If there is an error in an electric load system having a low priority, the power to this electric load is cut off.

Abstract: Accessory-driving equipment connects an engine having an idle stop system, a motor-generator and an accessory including an air-conditioner compressor that is driven even at a time when the idle stop system is operated. The accessory is driven by the engine when the engine is running and driven by the motor-generator when the idle stop system is operated. The accessory-driving equipment includes a first shaft for connecting to the engine, a second shaft for connecting to the motor-generator, a third shaft for connecting to the accessory, a lock device for locking the third shaft and a clutch. The clutch and the lock device are operated so that a torque transmitted from the engine through the first shaft is distributed to the motor-generator and the accessory, or a torque is transmitted from the motor-generator to the engine.

Abstract: A composite auxiliary machine for a vehicle and an accompanying control unit to control a compressor. The composite auxiliary machine for a vehicle includes a compressor for compressing refrigerant, a rotary machine that acts as an electric motor and a generator, and a torque and power distributing mechanism for distributing engine torque and power from a drive shaft to a compressor shaft and a rotary machine shaft, and from the rotary machine shaft to the drive shaft and compressor shaft. An intermittent mechanism is provided to the torque and power distributing mechanism so as to connect and disconnect any two of the drive shaft, the compressor shaft, and the rotary machine shaft. A locking mechanism is provided for restricting rotation of the compressor shaft. The compressor includes variable displacement mechanism for varying the amount of discharge per turn of the compressor shaft.