Abstract: A power system for a vehicle includes a controller that alters an amount of power output from a traction battery according to a magnitude of current passing through a tab of a cell of the traction battery, a temperature, and a distance between a location at which the temperature is measured and the tab.

Abstract: Responsive to data indicative of a temperature of a contactor connecting a battery and motor exceeding a threshold, a controller decreases power output from the battery to the motor. The data include parameters indicative of a temperature of the battery, a resistance of an electrical component between the battery and motor, and a thermal resistivity of one or more components other than the battery and motor in a vicinity of the contactor.

Abstract: A controller reduces power output of an inverter of an electric drive system while a sensed temperature associated with the inverter, a sensed current output of the inverter, and parameter values of a busbar of the inverter are indicative of a predicted temperature of the busbar being greater than a threshold to maintain busbar temperature lower than the threshold. The current output of the inverter may be outputted over the busbar. The parameter values are obtainable from a thermal model of the busbar. The thermal model may be derived from testing a test version of the inverter under different drive cycles in which for each a set of information is recorded including a sensed temperature of the test inverter, a sensed current output of the test inverter, and a sensed temperature of the busbar of the test inverter.

Abstract: An electric drive system includes a power electronics module (PEM) having a DC-link capacitor and an inverter. A controller reduces power output of the inverter while a sensed temperature of an inverter power switch, a sensed current of the PEM, such as a sensed ripple current of the DC-link capacitor, and parameter values of the DC-link capacitor are indicative of a predicted temperature of the capacitor being greater than a threshold to maintain capacitor temperature lower than the threshold. The parameter values are obtainable from a thermal model of the DC-link capacitor. The thermal model may be derived from testing a test version of the PEM under different drive cycles in which for each drive cycle a set of information is recorded including a sensed temperature of the inverter power switch test version, a current of the PEM test version, and a sensed temperature of the DC-link capacitor test version.

Abstract: A silencer having an outer shell with a first opening at a first end is configured with two flow paths and designed to attenuate sound waves. A tube is positioned within the outer shell, the tube having a first end and a second end forming a path through the interior of the silencer. A baffle is positioned between the inner tube and the outer shell to form a second path through the silencer. The first path may be longer than the second path. The sum of the cross-sectional areas of the first path and second path may be equal to the cross-sectional area of the first opening.

Abstract: A silencer having an outer shell with a first opening at a first end is configured with two flow paths and designed to attenuate sound waves. A tube is positioned within the outer shell, the tube having a first end and a second end forming a path through the interior of the silencer. A baffle is positioned between the inner tube and the outer shell to form a second path through the silencer. The first path may be longer than the second path. The sum of the cross-sectional areas of the first path and second path may be equal to the cross-sectional area of the first opening.

Abstract: An infinitely variable speed amplifier comprising a continuously variable unit (“variator”), two differential gear trains, and four shafts. Two of the shafts connect to opposite ends of the variator and to two connections of each differential gear train, respectively. The third connections of the first and second differential gear trains are connected to the input and output shafts respectively. Ratios and other parameters are chosen so that an acceptable range of transmission speeds can be achieved without the use of clutches while also minimizing the power crossing the variator. Furthermore, this invention includes a variant that is a compound infinitely variable speed amplifier that provides a wider performance range.

Abstract: An infinitely variable speed amplifier comprising a continuously variable unit (“variator”), two differential gear trains, and four shafts. Two of the shafts connect to opposite ends of the variator and to two connections of each differential gear train, respectively. The third connections of the first and second differential gear trains are connected to the input and output shafts respectively. Ratios and other parameters are chosen so that an acceptable range of transmission speeds can be achieved without the use of clutches while also minimizing the power crossing the variator. Furthermore, this invention includes a variant that is a compound infinitely variable speed amplifier that provides a wider performance range.