Abstract: In a frictional propulsion device comprising a main wheel including driven rollers rotatably supported by an annular core member about a tangential direction and a pair of drive disks each carrying a plurality of drive rollers rotatable about a rotational center line at an angle with respect to both a tangential line of the drive disk and the rotational center line of the drive disk such that the drive rollers at least partly engage the driven rollers, a diameter of a drive side contact circle is smaller than a diameter of a driven side contact circle, and the drive disks are vertically offset relative to the main wheel so that only those drive rollers adjoining the main wheel are in contact with the driven rollers.

Abstract: In a frictional propulsion device comprising a main wheel including a plurality of driven rollers rotatably supported by an annular core member about a tangential direction and a pair of drive disk each carrying a plurality of drive rollers about a rotational center line at an angle with respect to both a tangential line of the drive disk and the rotational center line of the drive disk such that the drive rollers at least partly engage the driven rollers, a diameter of a drive side contact circle is smaller than a diameter of a driven side contact circle, and the drive disks are vertically offset relative to the main wheel so that only those drive rollers adjoining the main wheel are in contact with the driven rollers. Thereby, the power efficiency of the device can be improved while minimizing the manufacturing cost and the weight of the device.

Abstract: A transformable wheel includes a wheel frame including a plurality of contact portions and a plurality of recessed portions. A plurality of transforming members is provided wherein one side of each transforming member is rotatably coupled to a corresponding one of the recessed portions and an outer surface of each transforming member forming a portion of the wheel frame. A rotating member is provided at one side surface of the wheel frame, and includes a plurality of transformation locking members arranged radially from the central axis of the wheel frame to correspond to the plurality of transforming members, respectively. A driving member is configured to rotate the rotating members by a preset angle about the central axis of the wheel frame.

Abstract: A preform for fabricating a wheel rim and a method of making a preform is provided. The preform includes a main section and at least one secondary section, each section being formed from composite materials, such as triaxially braided composite material that includes fibers oriented in at least three directions. The main section forms at least part of a lateral section of the preform and the secondary section forms at least part of a radial portion of the preform, the radial portion of the preform being generally perpendicular to the lateral section of the preform. The preform is fabricated from a plurality of composite layers, at least some being custom composite layers having a plurality of axial fibers interwoven intermittently with substantially consistent first and second sets of biased fibers. In some embodiments, the preform is initially fabricated in an intermediate configuration prior to being moved to a final configuration.

Abstract: A bicycle rim is basically provided with a first annular side wall, a second annular side wall and an annular bridge. The first annular side wall includes a first braking contact portion. The second annular side wall includes a second braking contact portion. The annular bridge extends between the first and second annular side walls. At least one of the first and second braking contact portions has a plurality of soft additives at least partially embedded in a non-metallic layer.

Abstract: A wheel includes an inner wheel half defining a plurality of inner bolt apertures and having a mating surface. The wheel also includes an outer wheel half defining a plurality of outer bolt apertures and having an inner surface. The plurality of outer bolt apertures are configured to be aligned with the plurality of inner bolt apertures such that each of a plurality of bolts may be received by one of the plurality of outer bolt apertures and one of the plurality of inner bolt apertures, forming a seal between the mating surface and the inner surface in response to each of the plurality of bolts being tightened. In response to a predetermined number of bolts becoming loose, a first portion of the mating surface may separate from a second portion of the inner surface, breaking the seal.

Abstract: Provided is a tire having at least a circular tire frame formed of a thermoplastic resin material, the tire including a reinforcing cord member that forms a reinforcing cord layer on the outer circumference of the tire frame, and the thermoplastic resin material including at least a polyamide-based thermoplastic elastomer.

Abstract: A tyre having a rubber inner layer facing the inner cavity of the carcass; and a cover film made entirely of graphite or graphene and deposited on a surface of the inner layer.

Abstract: The present invention relates to a pneumatic tire having a multilayered film innerliner with rubber reinforced spliced overlapping ends.

Abstract: A multiple chamber pneumatic tire having an upper section and a lower section. A diaphragm separates the upper section from the lower section. The lower section has at least two chambers. The chambers each have a chamber valve, a nail guard layer, a plurality of fibers having an end connected to an inner wall surface of a chamber, and an interconnected barrier connected to at least two portions of a chamber wall surface. The upper section of the tire has at least one linkage located within at least one tube with a primary end connected to a chamber valve of a chamber and a secondary end connected to a tire rim or to a main valve. A tire pressure monitoring system can be in communication with a chamber valve. The tire can have a ring with at least one retractable stud.

Abstract: A safety tire in combination with a rim includes an outer tube; a reinforcing layer secured to the outer tube; and a plurality of partitions for dividing a space formed by the reinforcing layer, the outer tube, and the rim into a plurality of compartments. Each compartment is implemented as an inner tube unit and includes a cavity in a first end, the cavity having a first magnetic element on a bottom, and a protuberance on a second end, the protuberance having a second magnetic element on an open end, the protuberance being releasably fastened in the cavity of an adjacent compartment by attaching the second magnetic element to the first magnetic element of the adjacent compartment. Each partition includes a central tunnel put on the protuberance, and corrugations adjacent to the central tunnel.

Abstract: A combined tyre includes an outer tyre and a core. The outer tyre is an annular component and has an annular core groove therein. The core is an annular component. The core is mounted in the core groove of the outer tyre by means of interference fit. A gap is defined between the inner wall of the core groove of the outer tyre and the core. The present invention is composed of an outer tyre and a core. The core is disposed in the core groove of the outer tyre to prop up the inner cavity of the outer tyre so that the opening of the core groove of the outer tyre can be opened larger. During the production procedure of the present invention, the mold core to form the core groove of the outer tyre can be taken out easily to enhance the production efficiency.

Abstract: Tire with a radial carcass reinforcement, the tire comprising a crown reinforcement itself capped radially by a tread. The metal reinforcing elements of the carcass reinforcement are non-wrapped cords which, in the test referred to as the permeability test, return a flow rate of less than 20 cm3/min, over at least 50% of the meridian profile of the tire, the thickness of rubber compound between the interior surface of the tire cavity and a point of a metal reinforcing element of the carcass reinforcement being between 1.0 mm and 3.0 mm, the same thickness of rubber compound of two parts of the profile of the tire more or less centered on the orthogonal projection of the shoulder ends of the tire onto the interior surface of the tire being between 2.4 mm and 3.9 mm and the ratio of the thicknesses being greater than 1.10.

Abstract: The invention relates to a tire with a radial carcass reinforcement, the said tire comprising a crown reinforcement itself capped radially by a tread. According to the invention, the metal reinforcing elements of the carcass reinforcement are wrapped cords which, in the test referred to as the permeability test, return a flow rate of less than 20 cm3/min and over the whole of the meridian profile of the tire, the thickness of rubber compound between the interior surface of the tire cavity and a point of a metal reinforcing element of the carcass reinforcement is between 1.0 mm and 3.0 mm.

Abstract: Tire with a radial carcass reinforcement, made up of at least one layer of metal reinforcing elements, the tire comprising a crown reinforcement, itself radially capped by a tread, the tread being connected to two beads by two sidewalls. The metal reinforcing elements of at least one layer of the carcass reinforcement are non-wrapped cords which, in the test referred to as the permeability test, return a flow rate of less than 20 cm3/min, in a radial plane, at least over part of the meridian profile of the tire, the thickness of rubber compound between the interior surface of the cavity of the tire and the point of a metal reinforcing element of the carcass reinforcement closest to the interior surface of the cavity is less than or equal to 3.8 mm and the ratio between the thickness of rubber compound measured at the circumferential mid plane and the said thickness measured in another region of the tire is greater than 1.05.

Abstract: Tire comprising a crown reinforcement formed of at least two working crown layers of reinforcing elements. The tire has a nominal pressure (Pn) of between 4 and 8 bar and a relative deflection (Fr) under nominal load that satisfies the relationship Fr?0.14+(Pn?5)×0.013. The crown reinforcement ly comprises a layer of reinforcing elements parallel to one another within the layer and oriented circumferentially, the reinforcing elements of the carcass reinforcement having a diameter less than 1 mm and comprising threads of a diameter greater than 0.16 mm, the reinforcing elements of the carcass reinforcement being metal cords, advantageously non-wrapped cords, exhibiting in a permeability test a flow rate of less than 20 cm3/min, and the radial distance, measured in the equatorial plane, between the exterior surface of the tread and the interior surface of the tire being less than 32 mm.

Abstract: A pneumatic vehicle tire has a carcass, a belt and a profiled tread. The belt includes four belt plies wherein the third belt ply and the fourth belt ply are working plies. The reinforcement members of the working plies are arranged at an angle to the circumferential direction of 10° to 45° and the reinforcement members of the fourth belt ply at an angle of 10° to 45°. The reinforcement members of the third and fourth belt plies are arranged such that they cross one another. The reinforcement members of the first belt ply are arranged at an angle of 40° to 75° and the reinforcement members of the second belt ply are arranged at an angle of 0° to 5° to the circumferential direction. The reinforcement members of the third belt ply and the reinforcement members of the first belt ply have the same direction of inclination.

Abstract: The disclosure relates to a tire made of rubbery material comprising a tread comprising a shoulder region, and a graphic element. The graphic element is recessed into the shoulder region, and comprises a texture that contrasts with this shoulder region . The graphic element may be selected from a group of graphic elements comprising at least letters, numbers and symbols.

Abstract: A non directional pneumatic tire is provided for an agricultural irrigation system. The tire includes first and second side walls and a radially outer wall defining an internal inflation chamber. A non directional tread pattern is defined on the tire and includes a plurality of longitudinal protrusions positioned substantially parallel to a rotational axis of the tire. The longitudinal protrusions are arranged in first and second rows extending from the first and second side walls toward and across the equatorial plane of the tire. The longitudinal protrusions of the first and second rows circumferentially alternate with each other and there is a circumferential spacing between adjacent longitudinal protrusions at the equatorial plane so that no portion of one longitudinal protrusion circumferentially coincides with or overlaps another.

Abstract: A tire includes primary inclined grooves and auxiliary inclined grooves. Each primary inclined groove has a first gently inclined portion and a first steeply inclined portion. Each auxiliary inclined groove has a second gentry inclined portion and a second steeply inclined portion. Each primary inclined groove does not communicate with a circumferential groove on the tire equator line side and extends beyond a tread edge outward in a tire width direction. Each auxiliary inclined groove does not communicate with the circumferential groove on the tire equator line side, and does not reach the tread edge but terminates on the tire equator line side.

Abstract: A pneumatic tire includes a tread portion being provided with at least one circumferentially and continuously extending main groove and at least one land portion adjacent to the main groove. The land portion includes a corner portion formed between a ground contact surface and a sidewall of the land portion on the side of the main groove. The land portion is provided with a lug groove extending from the main groove and terminating within the land portion. The corner portion includes a chamfered portion and a non-chamfered portion. The chamfered portion includes a first end in communication with the lug groove.

Abstract: A pneumatic tire construction is provided using one or more folded body ply sheets constructed such that upon formation of the tire, the turn-ups in the sidewalls are looped turn-ups such that there are no free turn-up ends in the sidewalls.

Abstract: A tire includes a pair of bead portions having a bead and a bead filler. A pair of reinforcement fillers has an inner surface with an upper portion contacting an outer surface of a respective bead filler, a middle portion contacting an outer surface of a respective turn up portion of a body ply, and a lower portion contacting an outer surface of a wire reinforcement. An electronic device is disposed radially below an apex of the bead filler of one of the bead portions and axially outside the bead filler. The electronic device is axially spaced from the bead filler such that the electronic device does not contact the bead filler.

Abstract: A tyre cavity noise absorber comprising a body 1 of sound absorbing material with an outer protective cover 3. The body of sound absorbing material is intended to be mounted to a wheel 2 of a wheel and tyre 6 assembly so that a surface of the body is exposed in a tyre cavity of the wheel and tyre assembly. The outer protective cover only partially covers said surface of the body of sound absorbing material such that the cover protects the body of sound absorbing material from a bead 7 of a tyre as a tyre is fitted to, or removed from, the wheel and the uncovered parts of the body of sound absorbing material are free to absorb sound.

Abstract: A method for manufacturing the pneumatic tire according to the present technology includes the steps of: molding a green tire that includes an inner liner member; attaching a film to a region on the inner surface of the green tire corresponding to a tread portion, by adhesive force of the inner liner member; coating the inner surface of the green tire that includes the film with a mold release agent; vulcanizing the green tire coated with the mold release agent; removing the film from the inner surface of a pneumatic tire obtained through the vulcanization; and bonding a belt-shaped sound-absorbing member, via an adhesive layer along the tire circumferential direction, to an exposed region from which the film has been peeled off.

Abstract: An apparatus for setting inflation pressure used to support a vehicle comprising a tire includes an air dispensary, a transponder, and a data-processing system. The transponder is coupled to the air dispensary and to the data-processing system. It receives, from the vehicle, a wireless transmission having first information. The data-processing system executes a host process that receives the first information, and that obtains, based at least in part on the first information, second information. The first information comprises information from which an appropriate inflation pressure for the first tire is obtainable. The second information comprises information indicative of an appropriate inflation pressure for the first tire.

Abstract: The present invention discloses a tire pressure detector set with a Bluetooth signal conversion function, which is installed in a vehicle and comprises at least one tire pressure detection element and a signal conversion element. The tire pressure detection element is installed in a wheel of the vehicle, detects information of the wheel, and transmits a Bluetooth signal. The signal conversion element is installed in the vehicle, receives the Bluetooth signal, undertakes data format conversion and converts the Bluetooth signal into an RF signal according to the model code of the vehicle and the data format required by an in-vehicle central control system, and transmits the RF signal to a wireless RF receiver of the in-vehicle central control system.

Abstract: This invention relates to tire pressure monitoring technology. More particularly, the invention relates to upgradeable universal tire pressure monitoring device, system, and system implementation methods. The upgradeable universal tire pressure monitoring device itself has stored upon delivery the program meeting the functional requirements of one type of tire pressure monitoring device. It can be a substitute for one type of tire pressure monitoring device, and users can use it directly without purchasing an external upgrade device; the tire pressure monitoring device can receive, store, and execute a new version of a program or a program meeting the functional requirements of another type of tire pressure monitoring device, which is sent by external upgrade device so as to complete program upgrading or become the tire pressure monitoring device that meets functional requirements of another type of tire pressure monitoring device, and thus achieve the compatible and universal effect.

Abstract: A handheld interrogation device includes a controller configured to generate a power signal. The controller is also configured to determine tire pressure data based on a signal received from a tire pressure sensor. The handheld interrogation device also includes a primary coil coupled to the handheld interrogation device and configured to transmit the power signal to a sensor coil of the tire pressure sensor and to receive a data signal from the sensor coil, via inductive coupling, in response to the primary coil being within a predetermined distance of the sensor coil.

Abstract: Method of determining the footprint of a tire on the ground, using devices already installed in standard production tires. Since the frequency of the transmitter clock present in a wheel unit is perturbed by mechanical vibrations when the tire contacts the ground, the frequency variations of the reference clock are representative of the value of the footprint. The method therefore includes determining the footprint on the ground of a tire of a wheel by measuring continuously, as a function of time, a signal representative of the variations in frequency of the reference clock supplied at the output of the time control device; determining a time interval during which the frequency variations of the reference clock occur; and, on the basis of the rotation speed of the tire, deducing therefrom an angular range of contact (?) corresponding to the footprint between the ends representing the ground contact length of the tire.

Abstract: A tool is configured to install a tire pressure monitoring (TPM) sensor in a tire rim of a vehicle tire. The tool includes a lever having a rotational movement about a rotational axis; a cam selectively coupled to the lever; and a push pin selectively coupled to the cam. The cam translates the rotational movement of the lever into a liner or translational movement of the push pin. The linear or translational movement is effective to impact or move a roll pin of a tire pressure monitoring (TPM) sensor disposed at the tool, such that portions of the TPM sensor or pushed through an opening in a tire rim.

Abstract: A tire rim of a motor vehicle includes a substantially cylindrical body for holding a tire, and a hub connected to the body through radial members, and has an outer face facing, in use, the outside of the vehicle, and an opposite inner face. At least one elongate flexible element associated with the rim can reach a resting configuration within the rim, and a working configuration, extended with respect to the resting configuration, of such a length as to allow the tire to be surrounded, in which each flexible element is wound around the tire to form a snow chain. The rim includes at least one retaining member at a zone of its inner face, to be engaged by a portion of a flexible element in its working configuration.

Abstract: A hitch mount assembly selectively securable to a hitch ball receiver is shown and described. The hitch mount assembly may include a mount body operatively engaged with an underside portion of the hitch ball receiver, where the mount body has an attachment feature to be selectively secured to an article such as a brush, and a clamp body selectively secured to the mount body and positioned on a top portion of the hitch ball receiver. The hitch mount assembly may also include at least one fastener selectively securing the clamp body to the mount body with the hitch ball receiver positioned between the clamp body and the mount body.

Abstract: A socket hitch apparatus comprises a socket member defining a socket. A swivel member is attached to the socket member about a horizontal swivel pivot axis located rearward of the socket, such that the swivel member can pivot from an open position to a closed position. The front ball engaging portion of the swivel member defines a ball recess between upper and lower recess ends, the recess configured such that as the hitch ball moves upward into the socket, same pushes the upper recess end upward and when the hitch ball reaches the top of the socket, the swivel member is locked in the closed position and the lower recess end is under a periphery of the hitch ball. A forward end of a lower surface of a ramp member is located below a rear edge of the socket and slopes downward and rearward from the forward end thereof.

Abstract: A system includes a first vehicle, a second vehicle, and a load transferring apparatus intermediate the first vehicle and the second vehicle. The apparatus includes a substantially rigid linkage connecting the first vehicle to second vehicle which is configured to transmit a generally horizontal force between the first vehicle and the second vehicle, and a load transferring bar extending at a downward angle from the first vehicle to one of the second vehicle or the linkage. The load transferring bar is configured to selectively transfer weight from the first vehicle to the second vehicle.

Abstract: A hitch drawbar storage apparatus is adapted for installation in a variety of presently known pick-up truck boxes with a grooved floor where a top plate of each box extends inward from a top outside edge of the box and a rib extends downward from an inner edge of the top plate, and where a distance from the rib to a rib groove located under the rib varies. An adjustable length mounting leg is configured at a bottom end thereof to engage the rib groove such that right and left movement of the bottom end of the mounting leg is prevented, and a clamp device is operative to clamp an upper end of the mounting leg to the rib. Receiver tubes are mounted on the mounting leg, and each receiver tube is configured to receive a drawbar.

Abstract: The embodiments may include a connector device configured to be coupled to a cord-end connector of a connection cord of a first vehicle designed to be connected to a second vehicle capable of towing the first vehicle. The connector device is configured to provide access to a power source included within the first vehicle. In some examples, the connector device is configured to receive electrical power from the power source and re-route the electrical power back to the first vehicle for activating one or more components on the first vehicle. In some examples, the connector device may be configured to be coupled to at least one external device. The connector device may be configured to power or charge the at least one external device based on the provided access.

Abstract: Relates to a reinforcing unit and a running gear system with a reinforcing unit, comprising a first shell element and a second shell element, wherein the first shell element and the second shell element each comprise an engagement region on the tube side and an engagement region on the link side, wherein the first shell element and the second shell element each comprise a flange portion, wherein between the flange portion of the first shell element and the flange portion of the second shell element a tensile force can be established, which presses the first and the second shell element against an axle tube in such a manner that the reinforcing unit can be non-positively fixed on the axle tube, wherein the engagement region on the link side can be brought into engagement with a link unit.

Abstract: A vehicle suspension having a frame attachment portion attached to a saddle, first and second bolster springs mounted to spring mounts on an outboard side of the saddle and mounted on walls of a spring mount on an outboard side of an equalizing beam, and third and fourth bolster springs mounted to walls of a spring mount on an inboard side of the saddle and mounted to spring mounts on an inboard side of the equalizing beam, wherein upwardly extending flanges on the bottom of the first and second bolster sprints are mounted to each other using a common fastener, and wherein upwardly extending flanges on the bottom of the third and fourth bolster springs are mounted to each other with a common fastener.

Abstract: A bracket includes: a recessed portion capable of accommodating a bushing; and a mount portion to be mounted on a vehicle-body-side component, on which a stabilizer bar is to be mounted via the bushing. The recessed portion has a pair of opposed portions opposed to each other. The pair of opposed portions have an intermediate portion and a portion nearer to an opening than the intermediate portion, and a distance between the pair of opposed portions is less at the portion nearer to the opening than at the intermediate portion.

Abstract: A stabilizer bushing has a holding hole for holding a stabilizer bar and is to be mounted on a mounting surface of a vehicle-body-side component. A normal line to the mounting surface extends in a direction intersecting an up and down direction of a vehicle. The stabilizer bushing has at least one separation surface, one end portion of which is located on an inner circumferential surface opposed to the holding hole, and the other end portion of which is located on an outer surface of the stabilizer bushing at a position different from a rigid-component opposed portion opposed to the vehicle-body-side component. The at least one separation surface has a first separation surface located nearer to the rigid-component opposed portion than a plane extending through a central axis of the holding hole and parallel with the rigid-component opposed portion.

Abstract: The invention relates to a flange assembly which takes up little installation space yet is nevertheless able to transfer high torques. According to the invention the flange assembly (5) includes a flange section (11) and a receiving section (6), wherein the flange section (11) is connected to the receiving section (6), to a holding body (10) and to a coupling body (7), wherein the holding body (10) is connected to the receiving section (6), wherein the holding body (10) is arranged in the axial direction between the coupling body (7) and the flange section (11), wherein the coupling body (7) is supported in the axial direction on the holding body (10), wherein the coupling body (7) and the flange section (11) are connected to one another in the axial direction and wherein the flange section (11) is connected to the receiving section (6) by virtue of the coupling body (7) being supported on the holding body (10).

Abstract: An open architecture HVAC module is disclosed having a housing defining an air inlet and at least two adjacent air outlets. An evaporator and a heater unit are disposed within the housing. A cold air chamber is defined between the evaporator and heater unit, and a hot air chamber is defined downstream of the heater unit. A partition extends into the cold and hot air chambers from an interior surface of the housing between the two adjacent air outlets. The partition is spaced from the evaporator and heater unit. The partition cooperates with the housing to define a first mixing chamber in fluid communication with the first outlet and a second mixing chamber in fluid communication with the second outlet. A blend valve is disposed in each mixing chambers. The blend valves are configured to selectively direct air flow from the cold and hot air chambers to the air outlets.

Abstract: A structure for mounting a wing knob for a vehicle air vent includes a plurality of vanes, an upper knob and a lower knob encompassing one of the vanes, a rubber member for reducing friction noise between the upper and lower knobs, and a decoration member coupled between the upper and lower knobs to add decorative esthetic sense. The upper knob has a holding piece at a lower portion of an opening of the upper knob. The rubber member has a stepped shoulder portion. The decoration member has a fitting groove. The lower knob is integrally provided with a hook to be held by the holding piece, a holding projection held by the shoulder portion, and a hook piece fitted into the fitting groove of the decoration member.

Abstract: A vehicle seatbelt mounted, individualized climate control apparatus that provides substantially instantaneous heating or cooling of the occupant of a vehicle seat is presented. The apparatus has at least one housing with an inner chamber coupled to diffusers to deliver ambient, cooled or heated air from an air source through the chamber to the body of the occupant. Regardless of the cabin temperature, local conditioning of a seat occupant efficiently cools the front of the torso and dissipates the body's thermal plume or warms the torso in the alternative. The functional and safety aspects of conventional three-point seat belts remain unchanged and the apparatus can be used with retractable belts.

Abstract: A device for controlling a lighting and/or signalling system of a vehicle that includes means adapted to determine a dew point temperature value inside the system from at least one value of the temperature inside the system and at least one value of the relative humidity inside the system.

Abstract: The invention relates to an air-conditioning system for a motor vehicle, comprising a refrigerant circuit having at least one evaporator (16) configured as a refrigerant-air heat exchanger by means of which cooling air can be blown into an interior space of the motor vehicle by means of an air flow generating unit (12). The invention is characterized in that the evaporator (16) can be operated at a working temperature of less than 0° C.

Abstract: A hybrid vehicle includes an exhaust turbine disposed in an exhaust path coupled to an electric machine and a compressor for an air-conditioning system. The vehicle includes a controller that controls the electric machine based on a difference between the power demand of the compressor and the power generated by the exhaust turbine. The electric machine may operate as a motor or a generator based on the difference. The vehicle may include a first clutch coupled to the electric machine and the compressor. The vehicle may include a second clutch coupled between the exhaust turbine and the electric machine. The controller may control the clutches based on the power demand and the power generated.

Abstract: A vehicle power adjusting device, applied in auxiliary dynamic loads on a vehicle comprises a control chip, a temperature sensor, a speed detecting wire, and a relay; when the power for starting the vehicle is insufficient, auxiliary dynamic load is closed to release power, such that the power for starting is sufficient, so as to decrease the accelerating time, reduce toxic emission and enable the auxiliary dynamic load by using the surplus power during the cruising vehicle and the wasted power during the decelerating vehicle, thereby achieving the purpose of reducing the energy consumption, having powerful starting, completing combustion, reducing exhaust gas, and also saving fuel, reducing carbon emission and protecting environment effects.

Abstract: An onboard electric system includes a drive circuit that drives an electric motor based on an output voltage of a direct current power supply; a first smoothing capacitor; a drive signal generator; a first discharge resistor that is connected between a positive electrode and a negative electrode of the first smoothing capacitor; a first discharge switcher that is connected in series to the first discharge resistor between the positive electrode and the negative electrode, and releases or makes a connection between the positive electrode and the negative electrode; and an off-signal generator that outputs an off signal to the first discharge switcher. The first discharge switcher is provided by a switcher of a normally-ON type that makes the connection between the positive electrode and the negative electrode through the first discharge resistor in a period other than a period while the off-signal generator provides the off signal.