Abstract: A vehicle includes a traction battery and a powertrain. The powertrain including at least one traction motor electrically connected to the battery such that the traction motor discharges the battery when producing positive torque to propel the vehicle and recharges the battery when producing negative torque to slow the vehicle. A vehicle controller is programmed to execute coast (lift-pedal) controls that reduce the charge rate of the battery based on a ratio of energy capacity of the battery to kinetic energy of the vehicle.

Abstract: A vehicular acceleration input control apparatus is disclosed. The example apparatus includes a power circuit electrically connected to a wiring harness that connects a vehicular control module to accelerator pedal position sensors. The power circuit includes a first power supply line connected to a first harness power wire of the wiring harness and a second power supply line connected to a second harness power wire of the wiring harness. The power circuit also includes a ground line connected to at least one of a first harness ground wire and a second harness ground wire of the wiring harness. The example apparatus also includes a processor electrically connected to and configured to receive power from the power circuit. The processor is configured to adjust acceleration input control signals from acceleration pedal position sensors of an acceleration pedal for transmission to the vehicular control module.

Abstract: An apparatus is provided for transferring power to an electrical load, including: a charging device including an assembly of at least three transmitting armatures, and a primary electrical circuit connecting each transmitting armature to a tension generator; a user device including the electrical load, at least a pair of receiving armatures, and a secondary electrical circuit connecting the receiving armatures to the electrical load, the pair of receiving armatures being faceable to at least a pair of transmitting armatures of the charging device realizing therewith at least two distinct electrical capacitors; an electronic system for monitoring and selecting, connected to the primary circuit of the charging device, which is configured to identify a first sub-assembly of transmitting armatures which face an armature of the receiving armatures of the user device, and to identify a second sub-assembly of transmitting armatures which face the other receiving armature of the user device.

Abstract: A method of operating a drive train (110) for a hybrid electric vehicle, and a drive train, is disclosed. The drive train comprises an internal combustion engine (120), a first electrical machine (130) and electrical energy storage means (150). The internal combustion engine is coupled to drive the first electrical machine as a generator and the first electrical machine connected to supply electrical energy to the electrical energy storage means. The electrical energy storage means is arranged for supplying electrical energy to at least a second electrical machine (170) for driving wheels (180) of a hybrid electric vehicle.

Abstract: A four-stage power distribution system (100) includes (i) a first stage (110) having an inverter (112) that provides power to a frequency drive (114) and an electric motor (116) controlled by the frequency drive; (ii) a second stage (120) having a flywheel (122) driven by the motor; (iii) a third stage (130) having an alternator (132) driven by the motor (116) and connected to the flywheel, and a rectifier (134) that receives current from the alternator and generates a direct current; and (iv) a fourth stage (140) having a charge control switch (142) that receives power from the rectifier, and a plurality of power storage devices such as batteries (144A-144C). A master control switch (150) controls the charge control switch to transition the plurality of batteries individually between a charging configuration and a load configuration. One or more of the battery(ies) in the load configuration provides power to the inverter.

Abstract: An electrically driven vehicle equipped with a battery usable for running in which a power generation unit of engine driven type that charges the battery is detachably mounted on a vehicle body, includes including a first connection part that brings a high-voltage system in which the battery and the power generation unit are electrically connected together into a connected state in a state in which the power generation unit is mounted in a mounting position and brings the high-voltage system into a disconnected state in a state in which the power generation unit is dismounted from the mounting position, whereby the first connection part switches a connection state of the high-voltage system in accordance with installation or removal of the power generation unit. The first connection part includes a connector on the vehicle side and a connector on the power generation unit side.

Abstract: A control system includes an electric rotating machine; a driving circuit that is connected to a DC power supply, the driving circuit includes a frequency conversion unit configured such that, when the electric rotating machine is to be driven in a power running mode, the frequency conversion unit converts an output of the DC power supply into AC electric power, and when the electric rotating machine is to be driven in a regenerative operation mode, the frequency conversion unit converts an output of the electric rotating machine into DC electric power; and a control unit that controls the driving circuit, wherein the control unit judges whether a connection between the DC power supply and the driving circuit is being maintained, and is configured such that, when the connection is not being maintained, regenerative electric power generated by the electric rotating machine is reduced by controlling the driving circuit.

Abstract: In a vehicle drive system including a motor and a secondary battery, the motor and secondary battery are integrated to provide a drive system having good mountability. In a gap between a cylindrical outer housing (116) and a rotor (112), a layered cylindrical secondary battery is provided within the outer housing. A cylindrical cooling member (180) is further arranged between the rotor and secondary battery.

Abstract: An apparatus including an alternator that is drivable by an engine for producing a first AC electric current, a rectifier in electrical communication with the alternator for producing a DC electric current, an inverter in electrical communication with the rectifier for producing a second AC electric current where the second AC electric current having an acceptable frequency and/or voltage, and the inverter in electrical communication with one or more electric loads responsive to the second AC electric current, and an energy storage device that is able to electrically couple to the alternator, rectifier, and/or inverter.

Abstract: An environmental energy-saving power generator includes a power generation module, a control module, a power module, a power generator housing, and an I/O module. A processor unit of the control module controls the power management unit and the power management unit controls the power module to supply driving power required by a drive unit of the power generation module during operation; after the power generation unit of power generation module operates, the surplus power generated by the power generation unit, when generating power, can be re-charged to the power module. The environmental energy-saving power generator effectively manages and allocates the power of power module and that of power generation module to lengthen the time when the environmental energy-saving power generator supplies power to the load for operation. The power generation units of power generation module and the drive unit may generate high-efficiency power of voltage, current, and frequency.

Abstract: Methods and systems for energy management system for a vehicle are provided. The system includes a first power source configured for cranking an engine wherein the first power source includes a switch configured to electrically couple the first power source to a starter for the engine and wherein the first power source is electrically isolated from auxiliary onboard loads. The system further includes a second power source configured for supplying auxiliary on board loads, a charging subsystem electrically coupled to the first and the second power sources. The charging subsystem is configured to supply charging current to the first and the second power sources. The system further includes a controller configured to maintain the first power source in a substantially fully charged condition and supply the auxiliary loads from the second power source.

Abstract: An energy-saving generator set includes a generator having a battery provided therein for starting the generator; a mechanical energy generating mechanism provided inside the generator to generate high-voltage power supply via a split magnetic coil thereof; a distribution board provided on the generator for dividing the generated high-voltage power supply into three parts, which are separately supplied to the mechanical energy generating mechanism, the battery, and an external electrical appliance via an output interface on the generator; and a control switch for controlling the starting of the mechanical energy generating mechanism and the leading of the generated high-voltage power supply to the output interface when the battery has been fully charged.

Abstract: A hybrid propulsion system includes a prime mover system, a driving system, an energy storage system, a regenerative braking system, and a control system usable to control operation of the prime mover, driving, energy storage, and regenerative braking systems. The control system receives inputs of geographic location, speed, and terrain features, and manages energy discharge and charge operations.

Abstract: A method is disclosed for estimating engine power output for an engine in a hybrid electric vehicle powertrain that includes an electric motor and an electric generator. Selected powertrain variables, including electric motor torque and electric generator torque, are used in determining desired vehicle traction wheel torque and an estimated engine power. A calibrated delay in calculating estimated engine power following a time sampling of the values for motor torque and generator torque avoid inertial effects.

Abstract: A method for operating a vehicle to reduce exhaust emissions is provided. The vehicle includes an engine, a motor, a battery for operating the motor, and a catalyst for reducing exhaust gas emissions. The vehicle is operated in a first mode when at least one predetermined condition is met. The first mode includes providing at least some of the desired vehicle output power with the motor. The engine is operated to quickly increase the temperature of the catalyst when the output power from the battery is within a first predetermined range. When the output power of the battery is outside the first predetermined range, the operation of the engine is adjusted to drive battery operation into the first predetermined range. When the at least one predetermined condition is not met, the vehicle is operated in a second mode based at least partly on driver demand and battery requirements.

Abstract: A control device for a hybrid vehicle, the hybrid vehicle comprising an engine and a motor as power sources, the control device including: a battery device sending energy to and receiving energy from the motor, a temperature sensor for measuring the temperature of the battery device; a control section which is adapted to execute a warming control operation for the battery device when the temperature of the battery device is low; and a determination section for determining whether a cylinder deactivation operation is permitted for the engine depending on the running state of the engine. The control section executes a vibration control operation for the engine by operating the motor so as to reduce vibration of the engine when it is determined by the determination section that the partial cylinder deactivation operation is permitted for the engine, and to perform the warming control operation for the battery device by executing a vibration control operation for the engine.

Abstract: This invention is a method and system for a hybrid electric vehicle adaptive fuel strategy to quickly mature an adaptive fuel table. The strategy adaptively alters the amount of fuel delivered to an internal combustion engine to optimize engine efficiency and emissions using engine sensors. Before the adaptive fuel strategy is permitted, an engine “on” idle arbitration logic requires the HEV to be in idle conditions, with normal battery state of charge, normal vacuum in the climate control and brake system reservoir; and, the vapor canister not needing purging. The strategy orders the engine throttle to sweep different airflow regions of the engine to adapt cells within the adaptive fuel table. In the preferred configuration, a generator attached to the vehicle drive train, adds and subtracts torque to maintain constant engine speed during the throttle sweeps.

Abstract: An on-board electrical powered regeneration system for vehicles propelled by an electric traction motor and having an electrical storage cell bank composed of a rotatable flywheel operatively connected to an impeller, a fuel combustor arranged to emit a stream of gas directed to impinge on the impeller, a supply of fuel for the combustor, a generator driven by the flywheel, and electric power control means connected between the generator and the cell bank to convert the electrical output of the generator to a form compatible with the cell bank. Use of the flywheel as a power retainer and booster is also disclosed.

Abstract: A method for controlling regenerative energy in a system having an motor and having a power converter for converting regenerative energy from the motor for supply as electrical current to a receiving apparatus includes estimating a resistance to electrical current flow between the electrical power converter and the receiving apparatus and measuring a first voltage at the receiving apparatus. The method further comprises controlling a regenerative current from the power converter to the receiving apparatus in view of the resistance and the first voltage to limit a second voltage at the power converter.

Abstract: A power output apparatus 110 includes a planetary gear 120 having a planetary carrier, a sun gear, and a ring gear, an engine 150 having a crankshaft 156 linked with the planetary carrier, a first motor MG1 attached to the sun gear, and a second motor MG2 attached to the ring gear. When the driver steps on an accelerator pedal 164 to change the driving point of the engine 150, the power output apparatus 110 calculates an angular acceleration of the sun gear, calculates a torque used for changing the driving point of the engine 150 by multiplying the angular acceleration by a moment of inertia seen from the first motor MG1 of an inertial system consisting of the first motor MG1 and the engine 150, and drives the second motor MG2 by taking into account the torque. This structure enables a desired torque to be output even in a transient time.

Abstract: A hybrid drive system for a motor vehicle, having a power drive state in which there is available a power drive mode in which an engine and an electric motor are both operated as a drive power source for driving the vehicle, and wherein a manually operated power drive selector is provided for selecting the power drive mode, and a power drive restricting device is provided to inhibit the vehicle from being driven in the power drive state and therefore in the power drive mode if the power drive selector is not manually operated. The hybrid drive system may have an engine assist drive mode in which the electric motor is operated as an auxiliary drive power source, together with the engine operated as a primary drive power source, according to a selected one of different drivability modes of the vehicle selected by a manually operated drivability performance selector.

Abstract: An operating strategy for a hybrid electric vehicle (HEV) manages the flow of energy to both supply the motive demand power of the HEV and maintain the charge of the energy storage system (ESS). A controller operates the main power unit (HPU) and ESS and, using an optimal fuel cost strategy, scans all possible combinations of power from the HPU and ESS that satisfy the motive demand power. The combination with the lowest fuel cost is selected and the ESS is charged, when possible, using marginal charging; but, if the state of charge of the ESS falls below a certain level, fast charging is invoked. A minimum power threshold strategy can be used rather than the fuel cost strategy. The minimum power threshold strategy determines the optimal compromise of HPU operation and ESS operation to maximize fuel economy by using a motive power threshold below which the HPU is not operated except to recharge the ESS.

Abstract: The power system for a electric vehicle supplying electrical energy to the batteries and motors, and to take the power load off the batteries, with the rear wheels to drive couplers and shafts and to drive the alternators and generators to supply a constant supply of electrical energy to the batteries and motors.

Abstract: Controller 40 receives accelerator opening and brake depressing amounts, and the output of an ammeter 30 and voltmeter 32 as inputs. In response to the state of these input signals, the controller 40 determines the timing to detect the state of charge (SOC) of the battery 10 and detects the SOC of the battery 10. That is, it is first judged that the SOC is not more than a predetermined value if the voltage of the battery 10 is not more than a predetermined value when the accelerator opening is not more than a predetermined value. It is next judged that the SOC is not more than a predetermined value if the voltage of the battery 10 is not more than a predetermined value when the brake is depressed beyond a certain degree. In these cases, the engine 24 is driven to cause a generator 22 to perform generation of electricity to charge the battery 10.

Abstract: Controller 40 receives accelerator opening and brake depressing amounts, and the output of an ammeter 30 and voltmeter 32 as inputs. In response to the state of these input signals, the controller 40 determines the timing to detect the state of charge (SOC) of the battery 10 and detects the SOC of the battery 10. That is, it is first judged that the SOC is not more than a predetermined value if the voltage of the battery 10 is not more than a predetermined value when the accelerator opening is not more than a predetermined value. It is next judged that the SOC is not more than a predetermined value if the voltage of the battery 10 is not more than a predetermined value when the brake is depressed beyond a certain degree. In these cases, the engine 24 is driven to cause a generator 22 to perform generation of electricity to charge the battery 10.

Abstract: A hybrid motor vehicle includes a storage battery providing motive power to an electric motor under the control of a microprocessor. A generator with an internal combustion engine may be used to charge the storage battery. The motor is operated either in an actuated mode in which current flows from the battery and a dynamic braking mode in which regenerated current flows from the motor to the battery. Electronic circuitry is used to insure that regenerative current is generated even if the motor Em.sub.f is lower than the voltage of the storage battery.

Abstract: A control method and apparatus of an engine for driving a generator. When a weight W of a charcoal canister is greater than a predetermined value W.sub.1 ` and a vehicle runs, the engine is actuated. As the result of the actuation of the engine, when a gasoline vapor within a fuel tank is purged and the weight W of the charcoal canister is lower than a second predetermined value W.sub.2, a vacuum switching valve for purging the canister is turned off and the engine is stopped. Even when the vehicle runs while a battery is frequently charged by an external charger, the occurrence of a certain amount of the fuel vapor which can not be caught and collected by the charcoal canister can be prevented and a low pollution vehicle can be obtained. In place of the vehicle running state, a vehicle running distance, or a vehicle running time can be used. In place of the predetermined value W.sub.2, a fuel purge amount can be used.

Abstract: An operating method for a hybrid car which has an electric motor for driving the vehicle and an internal combustion engine for power generation. Using an operational expression including a motor output correction factor whose value is variably adjusted to different values depending on whether the engine is operated for battery charging or the engine is stopped, a required motor current supply that matches the vehicle operating state represented by an actual vehicle speed and an accelerator pedal depression depth is calculated, and the motor current supply is controlled in accordance with the result of the calculation. Consequently, the cruising range of the hybrid car is increased, and also the power performances and exhaust gas characteristics of the hybrid car are improved.

Abstract: A motor vehicle drive system includes a brushless motor driven by a battery and directly coupled to the vehicle wheels for providing primary motive power. During braking, the motor acts as a generator for recharging the battery. Preferably the recharging current is first allowed to build up by shunting the motor so that the regeneration may occur at both high and low speeds. The regenerative current period may be varied with the speed of the vehicle.

Abstract: A method for controlling the operation of a range extender of a hybrid electric vehicle in which a requested power signal P.sub.req is generated in response to the state-of-charge of the battery system being less than a predetermined intermediate value and the energy being consumed by the electric drive system being greater than the electric energy being delivered by the range extender. The requested power signal having a value approximately equal to the average power consumed by the electric drive system in a preceding time period. The method is responsive to the motor being in a energy regenerative state to decrease the power being generated by the range extender so that all the energy being generated by the motor is used to charge the battery. The method is also responsive to the engine temperature exceeding a predetermined temperature to reduce the power being delivered by the range extender.

Abstract: A hybrid drive for a vehicle includes an electric engine supplied with energy from an electrical storage device and capable of returning energy back to the storage device. The electric engine is connected with a driving axle of the vehicle by a first disconnecting clutch and to an internal combustion engine arranged in series therewith by a second disconnecting clutch. Operation of these clutches can be independent of each other. In order to save fuel the internal combustion engine is not supplied with a dedicated flywheel, but instead utilizes the rotating masses of the drive between the disconnection points of the two clutches, e.g., the rotating elements of the electric engine, as a flywheel.

Abstract: A waste kinetic energy reclaiming system for an engine-driven vehicle includes a generator, and a variable torque-ratio coupling connecting the generator and the vehicle engine. The system also includes a clutch which selectably disconnects the coupling from the engine in response to whether or not braking of the vehicle is required so that the connection between the coupling and the engine is established only when braking is required.

Abstract: An electric motor alternating power supply for vehicles to replace gas-fueled engines, wherein the power supply includes an electric motor having a transmission mounted thereto, the motor being operated by two alternating power circuits, each having a battery that is alternately charged and discharged in a regulated sequential order by a sensing voltage relay which activates a secondary relay between an open and a closed mode of operation; thus, while one circuit is operating the electric motor from its associated battery, the other circuit allows its associated battery to be recharged.

Abstract: A d.c. generator is connected in series opposed to the polarity of a d.c. power source supplying a d.c. drive motor. The generator is part of a motor-generator set, the motor of which is supplied from the power source connected to the motor. A generator field control means varies the field produced by at least one of the generator windings in order to change the effective voltage output. When the generator voltage is exactly equal to the d.c. voltage supply, no voltage is applied across the drive motor. As the field of the generator is reduced, the drive motor is supplied greater voltage until the full voltage of the d.c. power source is supplied when the generator has zero field applied. Additional voltage may be applied across the drive motor by reversing and increasing the reversed field on the generator. The drive motor may be reversed in direction from standstill by increasing the generator field so that a reverse voltage is applied across the d.c. motor.

Abstract: A method for controlling the charging of fast discharge and recharge type propulsion battery components of engine-electric hybrid drive systems for road vehicles, wherein the control objectives are to, minimize discharge of gas through battery cell vents, minimize fuel use, allow employment of a small battery, and provide for long discharge-recharge cycle life, and the control method consists in the steps of,1--providing so that, if not earlier terminated as a result of operator termination of braking, or a drop in vehicle speed, termination of regenerative braking will be initiated at a point in time determined by a control system generated indication of state of charge just prior to initiation of braking, and the subsequent history of cell current,2--providing so that, following a partial battery discharge, when and as motor speed allows, supplementary engine implemented battery charging will take place prior to the next advent of regenerative braking, with charge termination made responsive to attainment o

Abstract: A primary power source in the form of a direct energy converter provides d.c. voltage to a d.c. to a.c. converter. This in turn provides energy to an a.c. motor. The motor with appropriate speed control drives a mechanical load. When the energy of the primary source is depleted, an auxiliary engine is automatically started. The engine drives a d.c. generator which now supplies energy to the d.c. to a.c. converter. In addition, the d.c. generator can recharge the primary source. The primary power source may also be charged by an external power source. A computer controls the elements or components of the system.

Abstract: A constant-speed continuously-running low-powered diesel engine or turbine drives a two-phase alternator, the output from which, for direct drive, flows to the stator pole piece windings of four independently-rotating stepping motors operating synchronously with the alternator. Each stepping motor is connected to a traction wheel of a motor vehicle, thereby propelled at a limited maximum speed sufficiently to overcome normal wind resistance over a level road. In starting, during acceleration, and for propulsion at higher speeds, direct current from a storage battery is caused to pulsate and is added to the current from the alternator to the stepping motors. A control circuit selectively controls the frequency of a variable frequency generator electrically connected to the pulse-responsive electrical power system to vary the frequency of the current supplied to the stepping motors and thus vary the vehicle speed. During idling, the alternating current from the alternator is rectified and recharges the battery.

Abstract: This invention concerns a process and a motor unit for driving a load such as an automotive or similar vehicle, which can move at least intermittently by momentum, once it has been set in motion by the motor unit. The motor unit comprises at least two electric motors each driving a propulsion component such as a wheel, an accumulator supplied by a generator which is driven by a combustion engine or similar motor, and means of connecting the accumulator permanently to one of the electric motors and of connecting this accumulator to the other electric motor in order to set the vehicle in motion, this other motor being disconnected from the accumulator once the vehicle is set in motion, and thereafter supplying an electric current which is used to charge the accumulator. The invention can be applied to the driving of any vehicles such as motorcycles, motor-cars and similar vehicles, as well as boats, aircrafts, etc.

Abstract: A gasoline and battery-powered electric automobile wherein the start and the running of the car are effected by an electric motor except in circumstances where the battery charge is depleted, in which case the normal cruising and higher speeds are then obtained using a gasoline or internal combustion engine which can be cut in either automatically or at will. The electric motor is powered by storage batteries that can be recharged from a generator driven by the internal combustion engine, or else from house current. One pair of wheels of the vehicle is powered by the internal combustion engine through a magnetic clutch and differential. The other set of wheels is powered through an infinitely variable mechanical transmission comprising cone pulleys or cone chains whose ratio is power-controlled in accordance with the driver's desires or else with the speed of the vehicle.

Abstract: Solar radiant energy and high-intensity light are converted to electrical energy to supply electrical power for propelling vehicles in a safe, economical and efficient manner.The radiant energy can be beamed from outer space by the use of satellites with collecting surfaces which can produce and store electrical power and which can distribute the electrical power to earth stations for redistribution to high-intensity light sources. High-intensity light-receiving cells or panels are fixed to the surface of a vehicle to collect the high-intensity light and to convert the light into useful electric power to operate the vehicle. Energy can be stored in batteries for subsequent use.A vehicle can also be powered by hybrid means including solar cells and gas turbines.