Abstract: A method and an apparatus for controlling output torque of a motor for an electric vehicle in downhill mode comprises following steps: detecting a tilt angle value ?, a current vehicle speed value V and an accelerator-pedal travel value Gain of the vehicle, determining whether the vehicle is in downhill mode or not, and if the result is positive, then calculating a downhill slip torque T1 of the vehicle under the tilt angle value ?, obtaining a maximum output torque T2, calculating an output torque T of the motor based on T1, T2, Gain and a given vehicle speed delimitative value Vref, and controlling the motor to output the calculated output torque T. The present invention ensures the vehicle speed not too high by controlling the output torque of an electric vehicle in downhill mode, even if the brake-pedal travel is zero.

Abstract: The present invention provides a hybrid power driving system comprising: a first subsystem designed to input/output power; a second subsystem designed to input/output power; a driving shaft designed to receive power from the first subsystem and/or the second subsystem or output power to the first subsystem and/or the second subsystem; and a tri-stated overrunning clutch designed to connect the first subsystem and the second subsystem, wherein the tri-stated overrunning clutch may be in an overrun state, an engaged state, or a disengaged state. The first subsystem and the second subsystem can comprise an engine, a motor, and a clutch, etc., respectively. In such a hybrid power driving system, when the tri-stated overrunning clutch is in the engaged state, the first subsystem and the second subsystem are coupled to each other and work together.

Abstract: An open phase detection system and method for a three-phase motor is provided. The open phase detection system comprises: a signal generating unit coupled to the three-phase motor and configured to generate a driving signal for driving the three-phase motor; a detecting unit coupled to the signal generating unit, and configured to detect whether the signal generating unit generates the driving signal and to detect three-phase current values of the three-phase motor; and a determining unit coupled to the detecting unit, and configured to determine whether the three-phase motor has open phase according to the three phase current values detected by the detecting unit when the driving signal is detected.

Abstract: The present invention provides an apparatus and method for controlling an accelerator for electric vehicles. The method comprises steps of: acquiring an actual accelerator pedal depth value and a current vehicle speed; determining a maximum output torque of motor under the current vehicle speed based on the current vehicle speed; and controlling the output torque of motor in such a way that the growth rate of the output torque higher than that of the actual accelerator pedal depth value at the beginning and then closed to that of the actual accelerator pedal depth value during the actual accelerator pedal depth value growing. The invention makes the output torque grown rapidly within the shallow range of accelerator pedal depth, while makes the output torque grown closed to that of the accelerator pedal depth within the relative deep range of accelerator pedal depth.

Abstract: A control method of the electromotor comprises: setting a target alternating axis current based on the rotor angular velocity of the electromotor and a target direct axis current based on the torque of the motor; simultaneously detecting three-phase currents and current rotor position angle of the electromotor; converting the three-phase currents to an actual alternating axis current and an actual direct axis current by Park and Clark conversions; inputting the difference between the target current and the actual current to a current loop, outputting the required direct axis current and the required alternating axis current; determining the three phase voltages according to the required direct axis current and alternating axis current and the angle of the electromotor rotor position; obtaining PWM control waveform through three-phase voltages, wherein said PWM control waveform is configured to control the conversion from direct current to alternating current and drives the electromotor.

Abstract: The present invention provides a clutch engaging control method in a hybrid power output device, wherein the device comprises an engine, a first motor, a clutch and a second motor that are connected in sequence, a battery, and a speed reducing mechanism and a drive shaft that are connected to the output end of the second motor; the method comprises: (a) detecting the rotation speed ?2 of the second motor and setting the rotation speed ?2 as the target rotation speed ?0 of the first motor, when the vehicle is driven by the second motor and the engine is required to be started to provide assistance to the second motor; (b) starting the first motor to drive the engine, and controlling the actual rotation speed ?1 of the first motor to be close to the target rotation speed ?0; (c) switching the state of the first motor from a driving motor to a power generator when the actual rotation speed ?1 of the first motor is approximately equal to the target rotation speed ?0; and (d) engaging the clutch.

Abstract: A method of controlling an accelerator of a four-wheel drive electric vehicle comprises the steps of controlling power output of the vehicle by a sum of an output torque of a main drive motor and an output torque an auxiliary drive motor with the output torque of the main drive motor being determined by a position of the accelerator pedal. The output torque T0 of the auxiliary drive motor is determined by: obtaining a torque calculation factor GainAccSum that a cumulative value of the acceleration GainAcc of the accelerator pedal; determining a maximum output torque T of the auxiliary drive motor at a current speed of the vehicle; and calculating the output torque T0 of the auxiliary drive motor varying between 0 and T based on the torque calculation factor GainAccSum and the maximum output torque T of the auxiliary drive motor at the current speed of the vehicle.

Abstract: A motor overload protecting method includes (a) detecting an instantaneous motor current value in real-time, calculating a current integral value in each of a corresponding integral period, and resetting the current integral value to 0 at an end of the integral period, (b) obtaining an overload coefficient according to the current integral value, which is greater than or equal to 0 and less than 1 when the current integral value is greater than or equal to a maximum motor current value, and is equal to 1 when the current integral value is less than the maximum motor current value, wherein the maximum motor current value is a maximum current integral value when the motor is in a non-overload condition; and (c) multiplying the instantaneous motor current value by the overload coefficient to obtain a new input current value, and operating the motor according to the new input current value.

Abstract: An energy storage system for balancing the load of a power grid, said energy storage system comprising: a controller; a plurality of energy storage tanks connected in parallel; and a plurality of controllable switches connected to the plurality of energy storage tanks, wherein the controller is configured to detect a frequency and a phase of the power grid, and to balance the load of the power grid based on the frequency and the phase of the power grid, by controlling the plurality of controllable switches to charge the plurality of energy storage tanks using power from the power grid or to input power from the plurality of energy storage tanks to the power grid.

Abstract: A hybrid power drive system comprises: an engine operatively coupled to a gearbox; a first motor operatively coupled to the engine; a first wheel group operatively coupled to the gearbox; a second motor operatively coupled to a second wheel group; an energy storage device connected to the first motor and the second motor, respectively. The gearbox comprises a first decelerating mechanism and a second decelerating mechanism. The first wheel group is operatively coupled to the first decelerating mechanism and the second decelerating mechanism, respectively. The engine is operatively coupled to the first decelerating mechanism and the second decelerating mechanism, respectively.

Abstract: An apparatus and method for controlling energy feedback for electric vehicles includes acquiring an accelerator-pedal travel value, a brake-pedal travel value and a current vehicle speed value, and determining whether the brake-pedal travel value is equal to 0%. Feedback torque based on the current vehicle speed value and the brake-pedal travel value with various conditions is then calculated. Mechanical energy generated by the feedback torque T is converted into electric energy and transmitted to battery of the electric vehicle for storing. Accordingly, the endurance mileage of electric vehicle may be effectively prolonged and the utilization efficiency of battery is improved.

Abstract: A method of controlling an accelerator of a four-wheel drive electric vehicle comprises the steps of controlling power output of the vehicle by a sum of an output torque of a main drive motor and an output torque an auxiliary drive motor with the output torque of the main drive motor being determined by a position of the accelerator pedal. The output torque T0 of the auxiliary drive motor is determined by: obtaining a torque calculation factor GainAccSum that a cumulative value of the acceleration GainAcc of the accelerator pedal; determining a maximum output torque T of the auxiliary drive motor at a current speed of the vehicle; and calculating the output torque T0 of the auxiliary drive motor varying between 0 and T based on the torque calculation factor GainAccSum and the maximum output torque T of the auxiliary drive motor at the current speed of the vehicle.

Abstract: The present invention discloses a hybrid power driving system, comprising: an engine, a clutch, a first shaft, a second shaft disposed parallel to the first shaft, a motor, an energy storage device, and an output gear. The engine may be connected with the first shaft via the clutch. The motor is connected with the second shaft directly or indirectly, and is electrically connected with the energy storage device. The first shaft has a first gear, a second gear and a first synchronizer, in which the first gear and the second gear are mounted on the first shaft via bearings respectively, and the first synchronizer is selectively engaged with the first gear or the second gear. The second shaft may have a third gear, a fourth gear and a second synchronizer, in which the third gear may be mounted on the second shaft via a bearing. The fourth gear may be fixed to the second shaft. And the second synchronizer may be selectively engaged with the third gear or the fourth gear.

Abstract: The present invention discloses a hybrid power output system for outputting the power to the wheel driving shaft, comprising an engine, a first motor, a second motor, a battery, a first clutch, a second clutch and a constant-mesh fixed ratio reduction unit, wherein the first motor and the second motor are connected electrically with the battery; the engine is connected to the first motor via the first clutch; the first motor is connected to the second motor via the second clutch; the second motor is connected to the wheel driving shaft via the constant-mesh fixed ratio reduction unit. This hybrid power output system can enhance the comfort of the vehicle, save the space and reduce the cost, moreover, it can realize multiple drive modes to improve the power efficiency and reduce the fuel consumption.

Abstract: The present invention provides a battery-based grid energy storage for balancing the load of an power grid, wherein the energy storage comprises: a battery array; a bi-directional inverter unit; the bi-directional inverter system is configured to charge battery array using power from the power grid, or conversely, to transmit power from battery array to the power grid; a monitor system configured to detect the load, frequency and phase of the power grid, and control the bi-directional inverter system to charge battery array using power form the power grid, or conversely, transmits power from battery array to the power grid in accordance with the frequency and phase of the power grid so as to balance the load of the power grid, and meet the requirements during peak hours of electric power consumption.

Abstract: The present invention provides a clutch engaging control method in a hybrid power output device, wherein the device comprises an engine, a first motor, a clutch and a second motor that are connected in sequence, a battery, and a speed reducing mechanism and a drive shaft that are connected to the output end of the second motor; the method comprises: (a) detecting the rotation speed ?2 of the second motor and setting the rotation speed ?2 as the target rotation speed ?0 of the first motor, when the vehicle is driven by the second motor and the engine is required to be started to provide assistance to the second motor; (b) starting the first motor to drive the engine, and controlling the actual rotation speed ?1 of the first motor to be close to the target rotation speed ?0; (c) switching the state of the first motor from a driving motor to a power generator when the actual rotation speed ?1 of the first motor is approximately equal to the target rotation speed ?0; and (d) engaging the clutch.

Abstract: The present invention provides a hybrid power driving system, comprising: a first subsystem (401) designed to input/output power; a second subsystem (402) designed to input/output power; a driving shaft (500) designed to receive power from the first subsystem (401) and/or the second subsystem (402) or output power to the first subsystem (401) and/or the second subsystem (402); and a tri-stated overrunning clutch (400) designed to connect the first subsystem (401) and the second subsystem (402), wherein the tri-stated overrunning clutch (400) may be in an overrun state, an engaged state, or a disengaged state. The first subsystem (401) and the second subsystem (402) can comprise an engine, a motor, and a clutch, etc., respectively. In such a hybrid power driving system, when the tri-stated overrunning clutch is in the engaged state, the first subsystem (401) and the second subsystem (402) are coupled to each other and work together.

Abstract: A hybrid power output system for outputting the power to the wheel driving shaft, comprising an engine (1), a first motor (2), a second motor (3), a third motor (12), a battery (6), a first clutch (4), a second clutch (5), and a third clutch (11), wherein the first motor (2) and the second motor (3) are connected electrically with the battery (6), and the third motor (12) is connected electrically with the battery or another battery; the engine (1) is connected to the first motor (2) via the first clutch (4), and connected to the third motor (12) via the third clutch (11); the first motor (2) is connected to the second motor (3) via the second clutch (5), and the second motor is connected to a wheel driving shaft (8). The hybrid power output system can reduce the response time of the vehicle, perfect its power performance, save the space and reduce the cost as well.

Abstract: A motor overload protecting method includes (a) detecting an instantaneous motor current value in real-time, calculating a current integral value in each of a corresponding integral period, and resetting the current integral value to 0 at an end of the integral period, (b) obtaining an overload coefficient according to the current integral value, which is greater than or equal to 0 and less than 1 when the current integral value is greater than or equal to a maximum motor current value, and is equal to 1 when the current integral value is less than the maximum motor current value, wherein the maximum motor current value is a maximum current integral value when the motor is in a non-overload condition; and (c) multiplying the instantaneous motor current value by the overload coefficient to obtain a new input current value, and operating the motor according to the new input current value.

Abstract: This invention provides methods for electric vehicle motor control and rotor position detection and fault-tolerant processing. The rotor position signal sampled by the system is compared with the previous rotor position ?0. When there is a sudden change, the current position signal acquired is discarded. Instead, a fault-tolerant processing strategy for use during an error condition is employed where the previous sampled rotor position ?0 is used as a base to determine the corrected current rotor position angle ?1?. Then the correcting value is used to control the electric motor.