Abstract: A hybrid vehicle includes an engine, a motor, an inverter, an electric power storage device, a transmission, and an electronic control unit. The electronic control unit is configured to perform control such that the inverter regeneratively drives the motor, when the electrical system temperature is equal to or higher than a predetermined temperature, set an amount of change of a gear ratio to a down-shift side based on an electrical system temperature and regenerative torque of the motor, and set target gear ratio such that the gear ratio changes to the down-shift side by the amount of change.

Abstract: An electrically powered vehicle includes a motor generator configured to be capable of transmitting and receiving torque to and from a driving shaft coupled to a driving wheel; a DC power supply including a power storage device; and an inverter for performing bidirectional DC/AC power conversion between the DC power supply and the motor generator. The MG-ECU controls a plurality of power semiconductor switching elements to be turned on/off in accordance with a torque command value and a state value of the motor generator. When an accelerator pedal is released, the MG-ECU controls the inverter to superimpose a DC current component on an AC current of each phase in the motor generator in accordance with the state of charge of the power storage device.

Abstract: When all conditions for increasing a regeneration amount are established, and when a motor temperature Tmg is lower than a predetermined temperature, and a rotation speed Nm1 of a motor MG1 is lower than a predetermined rotation speed, a motor requirement upper limit value VHlimmg is set by imposing a limit for reducing a drive voltage system voltage VH (S130). In so doing, the regeneration amount can be increased by suppressing heat generation by a diode of a lower arm of a step-up converter. When, on the other hand, the motor temperature Tmg equals or exceeds the predetermined temperature or the rotation speed Nm1 of the motor MG1 equals or exceeds the predetermined rotation speed, the motor requirement upper limit value VHlimmg is set by relaxing or canceling the limit for reducing the drive voltage system voltage VH (S130).

Abstract: When all conditions for increasing a regeneration amount are established, and when a motor temperature Tmg is lower than a predetermined temperature, and a rotation speed Nm1 of a motor MG1 is lower than a predetermined rotation speed, a motor requirement upper limit value VHlimmg is set by imposing a limit for reducing a drive voltage system voltage VH (S130). In so doing, the regeneration amount can be increased by suppressing heat generation by a diode of a lower arm of a step-up converter. When, on the other hand, the motor temperature Tmg equals or exceeds the predetermined temperature or the rotation speed Nm1 of the motor MG1 equals or exceeds the predetermined rotation speed, the motor requirement upper limit value VHlimmg is set by relaxing or canceling the limit for reducing the drive voltage system voltage VH (S130).

Abstract: A failure detection device for a vehicle that detects a failure of a motor system includes a controller that changes a sensitivity for detection of a failure in the motor system in accordance with at least one of an operational condition of the motor system and a situation in which the motor system is operating.

Abstract: When a determination is made that a signal transmitted by a voltage sensor, a second voltage sensor, a current sensor, a temperature sensor, a second temperature sensor, a first CPU, a second CPU and a communication circuit is in error, a third CPU of a motor generator ECU determines that the control system is in error. When a determination is made that the control system is in error, the third CPU determines whether each of the voltage sensors, the current sensor, the temperature sensors, the first CPU, the second CPU and the communication circuit is in error or not.

Abstract: A control device divides 360° corresponding to one cycle of a resolver angle into N zones, and determines whether or not a resolver angle ? in the current cycle exceeds a division border. When determined that resolver angle ? in the current cycle exceeds a division border, the control device calculates a time difference ?T[n] between a calculation time T[n] in the immediately preceding resolver cycle and a calculation time T in the current cycle. The control device also calculates a resolver angle variation ??[n] with time difference ?T[n] by adding 360° to the difference between resolver angle ? obtained in the current cycle and a resolver angle ?[n] obtained in the immediately preceding resolver cycle. The control device then calculates a rotation speed NM by multiplying, by a coefficient K, a value obtained by dividing ??[n] by ?T[n].

Abstract: An electric vehicle includes: a motor to propel the electric vehicle; a secondary battery that exchanges power with the motor via a power line; a capacitor that is connected to the power line; a collision detection unit that detects a collision of the electric vehicle; a rotation speed detection unit that detects a rotation speed of the motor; and a control unit that, when a collision of the electric vehicle is detected and the detected rotation speed of the motor equals or exceeds a predetermined rotation speed, controls the motor such that the rotation speed of the motor falls below the predetermined rotation speed and then executes discharge control to discharge the capacitor.

Abstract: A failure detection device for a vehicle that detects a failure of a motor system includes a controller that changes a sensitivity for detection of a failure in the motor system in accordance with at least one of an operational condition of the motor system and a situation in which the motor system is operating.

Abstract: An electrically powered vehicle includes a motor generator configured to be capable of transmitting and receiving torque to and from a driving shaft coupled to a driving wheel; a DC power supply including a power storage device; and an inverter for performing bidirectional DC/AC power conversion between the DC power supply and the motor generator. The MG-ECU controls a plurality of power semiconductor switching elements to be turned on/off in accordance with a torque command value and a state value of the motor generator. When an accelerator pedal is released, the MG-ECU controls the inverter to superimpose a DC current component on an AC current of each phase in the motor generator in accordance with the state of charge of the power storage device.

Abstract: An electric vehicle includes: a motor to propel the electric vehicle; a secondary battery that exchanges power with the motor via a power line; a capacitor that is connected to the power line; a collision detection unit that detects a collision of the electric vehicle; a rotation speed detection unit that detects a rotation speed of the motor; and a control unit that, when a collision of the electric vehicle is detected and the detected rotation speed of the motor equals or exceeds a predetermined rotation speed, controls the motor such that the rotation speed of the motor falls below the predetermined rotation speed and then executes discharge control to discharge the capacitor.

Abstract: When a determination is made that a signal transmitted by a voltage sensor, a second voltage sensor, a current sensor, a temperature sensor, a second temperature sensor, a first CPU, a second CPU and a communication circuit is in error, a third CPU of a motor generator ECU determines that the control system is in error. When a determination is made that the control system is in error, the third CPU determines whether each of the voltage sensors, the current sensor, the temperature sensors, the first CPU, the second CPU and the communication circuit is in error or not.

Abstract: When curve determine signal from a navigation apparatus is activated, a learning portion learns driver's characteristics based on an accelerator pedal opening degree signal, and outputs the result of learning in association with a user ID from the navigation apparatus to a storage portion. A threshold value changing portion reads a learned value corresponding to the user ID from the storage portion, and based on the learned value, changes a threshold value for switching that is used by a traveling control portion. The traveling control portion switches between traveling modes based on a result of comparison between traveling power and the threshold value for switching.

Abstract: In response to detection of connection between a power supply outside a vehicle and a charge plug, control device invalidates key verification performed for determining whether a key of a user is regular or not, when a shift position is parking and a parking brake is active. This satisfies system start conditions, and the control device turns on respective relays to start a system, and executes charge control for charging a power storage device from the power supply outside the vehicle.

Abstract: An ECU includes: a feedforward torque calculation unit for calculating a feedforward term of torque which reduces vibrations of a vehicle, by inputting a sum of a first requested driving force, which is identified as torque requested by a driver, and brake force into a vehicle model; a feedback torque calculation unit for calculating a feedback term of the torque which reduces vibrations of the vehicle, by inputting second requested driving force calculated from a revolution speed of wheels into the vehicle model; a second driving force calculation unit for calculating driving force to be achieved by an MG, by subtracting driving force to be achieved by an engine and an MG from a sum of the first requested driving force, the brake force, and the feedforward term and the feedback term of the torque which reduces vibrations of the vehicle; and an MG control unit for controlling MG to achieve the calculated driving force.

Abstract: A power controller alleviating change of braking feeling caused by reduced regenerative braking force is provided. Energy generated by regenerative braking is used for charging a capacitor. The charging power P(C) is calculated and whether P(C) has reached a maximum value WMAX of predetermined limit control value WIN(C) or not is determined. If P(C) is determined to have reached WMAX, WIN(C) is regulated to be smaller from that time point.

Abstract: A vehicle has a plurality of traveling modes. A display device for the vehicle comprises: a display unit displaying map information; and a control unit causing the display unit to display recognizably, at a portion of roads in the map information, traveling modes that correspond to the roads. Preferably, the control unit sets a destination in response to an instruction received from an operator, searches for a traveling route extending from a starting point to the destination, divides the traveling route into segments, and associates one of the traveling modes with each of the segments. More preferably, the control unit causes the display unit to display the plurality of candidate traveling routes, each with the traveling mode overlaid thereon, and selects in response to an instruction of the operator one traveling route planned to be taken among the plurality of candidate traveling routes.

Abstract: A control device divides 360° corresponding to one cycle of a resolver angle into N zones, and determines whether or not a resolver angle ? in the current cycle exceeds a division border. When determined that resolver angle ? in the current cycle exceeds a division border, the control device calculates a time difference ?T[n] between a calculation time T[n] in the immediately preceding resolver cycle and a calculation time T in the current cycle. The control device also calculates a resolver angle variation ??[n] with time difference ?T[n] by adding 360° to the difference between resolver angle ? obtained in the current cycle and a resolver angle ?[n] obtained in the immediately preceding resolver cycle. The control device then calculates a rotation speed NM by multiplying, by a coefficient K, a value obtained by dividing ??[n] by ?T[n].

Abstract: A hybrid vehicle includes an internal combustion engine capable of generating motive power, a motor capable of generating motive power, a driving mechanism accommodation room capable of accommodating the motor and the internal combustion engine, a power storage, a first connection unit provided to be capable of receiving a first outside connection unit, the first connection unit being capable of supplying power to the power storage, and a second connection unit provided to be capable of receiving a second outside connection unit through which a current higher than in the first outside connection unit can pass, the second connection unit being capable of supplying power to the power storage, and the second connection unit being provided farther away from the driving mechanism accommodation room than the first connection unit is.

Abstract: A maximum current Imax is calculated on the basis of an open-circuit voltage Voc, a lower limit voltage Vcapmin, and an internal resistance Rcap of a capacitor and a first maximum output Wcouttmp1 is calculated on the basis of the maximum current Imax and the lower limit voltage Vcapmin. A second maximum output Wcouttmp2 is calculated on the basis of the open-circuit voltage Voc and an open-circuit lower limit voltage Vocmin. A third maximum output Wcouttmp3 is calculated on the basis of a capacitor voltage Vcap and the lower limit voltage Vcapmin. A smallest value among the calculated three maximum outputs is set as an execution maximum output Wcout of the capacitor. A motor is controlled to be driven in a range of this execution maximum output Wcout.