Abstract: A cooling system includes a cooling fan that blows cooled air to a main battery and a temperature sensor. When the temperature of the main battery is equal to or higher than a first predetermined temperature after start up of an electric drive vehicle, the cooling fan is driven with a constant command value for a predetermined time period and detection process of abnormal condition is performed for detecting presence or absence of abnormal condition of the cooling fan based on an actual rotation speed of the cooling fan. When the start up of the electric drive vehicle is based on an external charging operation of the secondary battery, driving of the cooling fan with the constant command value is inhibited. This structure ensures sufficient opportunities for detecting presence or absence of abnormal condition of the cooling fan.

Abstract: A cooling system for cooling a main battery 10 includes a cooling fan 40 and a temperature sensor 61 configured to detect a battery temperature TB. The cooling system performs constant control in which the cooling fan 40 is driven at a constant command value when the battery temperature TB reaches or exceeds a first temperature T0 after startup of the electrically powered vehicle. Additionally, the cooling system detects whether or not a malfunction occurs in the cooling fan 40, based on an actual rpm of the cooling fan 40 obtained during the constant control. The cooling system performs the constant control in a situation in which charging of the main battery 10 is continued for a predetermined period of time or longer after the startup of the vehicle, regardless of whether the battery temperature TB is below the first temperature T0.

Abstract: A secondary battery is installed on an electric vehicle and includes a cooling fan, a temperature sensor and a controller. The controller is configured to drive the cooling fan at a fixed command value for a predetermined period, when the temperature of the secondary battery becomes equal to or higher than a first predetermined temperature after the electric vehicle is started. The controller is configured to detect a presence or absence of an abnormality in the cooling fan based on an actual rotational speed of the cooling fan during the predetermined period. The controller is configured to inhibit driving of the cooling fan at the fixed command value when the temperature of the secondary battery is equal to or higher than a second predetermined temperature that is higher than the first predetermined temperature.

Abstract: If the battery temperature TB of the main battery is equal to or higher than the first temperature T0 and a noise level within a vehicle interior is equal to or higher than a predetermined value Lo during inhibition of the first constant control under a predetermined condition, the cooling system performs second constant control for driving the cooling fan with a second command value D3 and also performs the problem detection processing based on an actual rotation rate of the cooling fan during the second constant control.

Abstract: A secondary battery is installed on an electric vehicle and includes a cooling fan, a temperature sensor and a controller. The controller is configured to drive the cooling fan at a fixed command value for a predetermined period, when the temperature of the secondary battery becomes equal to or higher than a first predetermined temperature after the electric vehicle is started. The controller is configured to detect a presence or absence of an abnormality in the cooling fan based on an actual rotational speed of the cooling fan during the predetermined period. The controller is configured to inhibit driving of the cooling fan at the fixed command value when the temperature of the secondary battery is equal to or higher than a second predetermined temperature that is higher than the first predetermined temperature.

Abstract: A cooling system for cooling a main battery 10 includes a cooling fan 40 and a temperature sensor 61 configured to detect a battery temperature TB. The cooling system performs constant control in which the cooling fan 40 is driven at a constant command value when the battery temperature TB reaches or exceeds a first temperature T0 after startup of the electrically powered vehicle. Additionally, the cooling system detects whether or not a malfunction occurs in the cooling fan 40, based on an actual rpm of the cooling fan 40 obtained during the constant control. The cooling system performs the constant control in a situation in which charging of the main battery 10 is continued for a predetermined period of time or longer after the startup of the vehicle, regardless of whether the battery temperature TB is below the first temperature T0.

Abstract: A cooling system includes a cooling fan that blows cooled air to a main battery and a temperature sensor. When the temperature of the main battery is equal to or higher than a first predetermined temperature after start up of an electric drive vehicle, the cooling fan is driven with a constant command value for a predetermined time period and detection process of abnormal condition is performed for detecting presence or absence of abnormal condition of the cooling fan based on an actual rotation speed of the cooling fan. When the start up of the electric drive vehicle is based on an external charging operation of the secondary battery, driving of the cooling fan with the constant command value is inhibited. This structure ensures sufficient opportunities for detecting presence or absence of abnormal condition of the cooling fan.

Abstract: If the battery temperature TB of the main battery is equal to or higher than the first temperature T0 and a noise level within a vehicle interior is equal to or higher than a predetermined value Lo during inhibition of the first constant control under a predetermined condition, the cooling system performs second constant control for driving the cooling fan with a second command value D3 and also performs the problem detection processing based on an actual rotation rate of the cooling fan during the second constant control.

Abstract: Provided is a vehicle battery-pack equalization system (100), wherein, in a battery pack (10) to be mounted on a vehicle, and which is comprised of a plurality of unit cells (11) connected in series, each of the unit cells (11) are made to be discharged to equalize the voltages thereof, or the remaining capacities (SOC) thereof. The equalization processing time of each of the unit cells (11) is set to a period of time the result of multiplying the discharging time of the battery pack (10) starting from just before the equalization processing, and the ratio of the difference between the currents discharged by each of the unit cells (11) with respect to the equalization discharging current. In such a way, power consumption during equalization processing can be inhibited.

Abstract: Provided is a vehicle battery-pack equalization system (100), wherein, in a battery pack (10) to be mounted on a vehicle, and which is comprised of a plurality of unit cells (11) connected in series, each of the unit cells (11) are made to be discharged to equalize the voltages thereof, or the remaining capacities (SOC) thereof. The equalization processing time of each of the unit cells (11) is set to a period of time the result of multiplying the discharging time of the battery pack (10) starting from just before the equalization processing, and the ratio of the difference between the currents discharged by each of the unit cells (11) with respect to the equalization discharging current. In such a way, power consumption during equalization processing can be inhibited.

Abstract: A boost converter boosts a DC voltage of a DC power supply. An inverter converts the output voltage of the boost converter into an AC voltage. A control device that controls the boost converter reduces an output voltage instruction value of the boost converter when the rotation speed of the AC motor decreases and an absolute value of a variation rate of the rotation speed is not less than a predetermined value. The inverter is controlled in the control mode selected from a plurality of control modes including three modes of a sine wave PWM control mode, an overmodulation PWM control mode and a rectangular wave control mode. The control device of the boost converter reduces the output voltage instruction value of the boost converter only when the control mode of the inverter is the rectangular wave control mode or the overmodulation control mode.

Abstract: A driving system, vehicle, and control method in which a difference between the detection value of an intake air pressure sensor and an atmospheric pressure sensor is computed as a detection value difference in the engine stop condition. An estimate of a potential for an abnormality of the detection value difference is determined, or the abnormality of the detection value difference is determined according to the duration time of an unusual state having the detection value difference of greater than a preset reference value. In an ignition-on state, when a delayed activation is requested, it is identified whether the abnormality in the detection value difference is to be determined. The delayed activation is requested in response to confirmation of a potential abnormality condition where there is a potential for an abnormality in the detection value difference but the abnormality in the detection value difference is not determined.

Abstract: In a vehicle control system, an opportunity for detecting abnormalities in an atmospheric pressure sensor using an intake pressure sensor of the engine is appropriately provided. A vehicle control system 10 includes an engine 12, rotating electric machines 14 and 16, a power supply circuit 18, an intake pressure sensor 20, an atmospheric pressure sensor 22, an IG-ON/OFF switch 70, and a control device 48.

Abstract: A torque command (Tht) used in the calculation of a voltage command (Vht) of a voltage-up converter is generated by adding an upper limit value (Tc_max) of damping control that can be set by a motor drive device with a target drive torque (Tbt). Accordingly, the torque command (Tht) exhibits a waveform absent of variation, differing from a torque command (Tcmd) that is generated by adding damping torque generated based on revolution count variation component with the target drive torque (Tbt). Therefore, the voltage command (Vht) calculated based on the torque command (Tht) exhibits a waveform absent of variation. Accordingly, increase in current passing through the voltage-up converter caused by variation in the voltage command (Vht) can be suppressed. As a result, power loss at the voltage-up converter is reduced and operation of the motor at high efficiency can be realized. Further, the voltage-up converter can be protected from element fracture.

Abstract: A voltage transformer, which is placed between a DC power source (B) and a motor (M1), includes: a voltage sensor (10) and an electric current sensor (11), which senses input and output of electric power to and from the DC power source (B); a buck-boost converter (12) having power control elements, which is placed in a path connecting between power lines (PL1) and (PL2) that establish the connection to the DC power source (B) and the connection to the motor (M1), respectively; and a controller (30) for controlling the buck-boost converter (12). The controller (30) monitors the change in the regenerated power that is supplied to the DC power source (B), based on the outputs from the voltage sensor (10) and the electric current sensor (11), and, if the amount of change in the regenerated power is greater than a predetermined amount, the controller (30) changes the operation mode of the buck-boost converter (12) from a rapid operation mode to a slow operation mode.

Abstract: In a vehicle control system, an opportunity for detecting abnormalities in an atmospheric pressure sensor using an intake pressure sensor of the engine is appropriately provided. A vehicle control system 10 includes an engine 12, rotating electric machines 14 and 16, a power supply circuit 18, an intake pressure sensor 20, an atmospheric pressure sensor 22, an IG-ON/OFF switch 70, and a control device 48.

Abstract: In an ignition-on state, when a delayed activation request flag F3 is equal to 1 (step S330), the processing flow identifies whether an abnormality in a detection value difference ?P is to be determined (steps S350, S360, and S390) and performs a series of activation operations of a driving system (step S420). The detection value difference ?P is an absolute value of a difference between the detection value (atmospheric pressure Pa) of an atmospheric pressure sensor and the detection value (intake air pressure Pin) of an intake air pressure sensor. The delayed activation request flag F3 is set to 1 in response to confirmation of a potential abnormality condition where there is a potential for an abnormality in the detection value difference ?P but the abnormality in the detection value difference ?P is not determined.

Abstract: A torque command (Tht) used in the calculation of a voltage command (Vht) of a voltage-up converter is generated by adding an upper limit value value (Tc_max) of damping control that can be set by a motor drive device with a target drive torque (Tbt). Accordingly, the torque command (Tht) exhibits a waveform absent of variation, differing from a torque command (Tcmd) that is generated by adding damping torque generated based on revolution count variation component with the target drive torque (Tbt). Therefore, the voltage command (Vht) calculated based on the torque command (Tht) exhibits a waveform absent of variation. Accordingly, increase in current passing through the voltage-up converter caused by variation in the voltage command (Vht) can be suppressed. As a result, power loss at the voltage-up converter is reduced and operation of the motor at high efficiency can be realized. Further, the voltage-up converter can be protected from element fracture.

Abstract: A voltage transformer, which is placed between a DC power source (B) and a motor (M1), includes: a voltage sensor (10) and an electric current sensor (11), which senses input and output of electric power to and from the DC power source (B); a buck-boost converter (12) having power control elements, which is placed in a path connecting between power lines (PL1) and (PL2) that establish the connection to the DC power source (B) and the connection to the motor (M1), respectively; and a controller (30) for controlling the buck-boost converter (12). The controller (30) monitors the change in the regenerated power that is supplied to the DC power source (B), based on the outputs from the voltage sensor (10) and the electric current sensor (11), and, if the amount of change in the regenerated power is greater than a predetermined amount, the controller (30) changes the operation mode of the buck-boost converter (12) from a rapid operation mode to a slow operation mode.

Abstract: A boost converter boosts a DC voltage of a DC power supply. An inverter converts the output voltage of the boost converter into an AC voltage. An AC motor is driven by the output voltage of the inverter. A control device which controls the boost converter reduces an output voltage instruction value of the boost converter in the case where the rotation speed of the AC motor is decreased and an absolute value of a variation rate of the rotation speed is not less than a predetermined value. The inverter is controlled in the control mode selected from a plurality of control modes including three modes of a sine wave PWM control mode, an overmodulation PWM control mode and a rectangular wave control mode. The control device of the boost converter reduces the output voltage instruction value of the boost converter only in the case where the control mode of the inverter is the rectangular wave control mode or the overmodulation control mode.