Abstract: A drive arrangement comprising a power source driving a First shaft, a second shaft, and at least one double overrunning clutches mechanically connecting the first shaft to the second shaft. The double overrunning clutch is stacked in axial alignment around said first shaft and engage an interior surface of the second shaft such that torque from the first shaft can be selectively transmitted to the second shaft.

Abstract: The vehicle described herein employs a mu logic module. The mu logic module monitors vehicle operating conditions, and based on those operating conditions determines a road surface mu in response to a wheel slip event. The road surface mu is then used to determine a drive force to minimize or control the wheel slip event. The mu logic module continually monitors and adjusts the drive force provided to at least one of the wheels to maximize the applied drive force, while stabilizing and controlling wheel slip events to ensure safe operation of a vehicle.

Abstract: A steering drive system includes a drive arrangement having a first drive and a second drive, a summing gear unit for summing driving torques of the drives on an output shaft of the summing gear unit, a first drive connection device by which the first drive is drivingly connected to a first input shaft of the summing gear unit, and a second drive connection device by which the second drive is drivingly connected to a second input shaft of the summing gear unit. The two drive connection devices are arranged in each instance such that no driving torque directed to the drives from the summing gear unit can be transmitted to the drives during a continuously produced drive connection between the drives and the summing gear unit.

Abstract: A dual-powered utility vehicle that includes a gasoline engine configured to rotate a first axle that rotates at least a first wheel; an electrical motor configured to rotate a second axle that rotates at least a second wheel; and at least one battery. The at least second wheel also rotates the second axle. The at least one battery is connected to the electrical motor. The vehicle is configured such that when being moved under power from the gasoline engine, the at least second wheel of the electrical drive train is rotated by virtue of its ground contact when the gasoline engine rotates the at least first wheel. Energy created by the at least second wheel rotating is transferred to the at least one battery to recharge the battery and make available for use by the electrical motor to rotate the at least one second wheel when activated to do so.

Abstract: A motor vehicle includes two drive assemblies in the form of an internal combustion engine and an electric motor. For operating the motor vehicle at low speeds, preferably in an inner-city area, a fuel cell having comparatively small dimensions provides electric energy that is supplied to the electric motor directly and/or via an electric accumulator. In this way, the motor vehicle can be moved without emissions during the operation of the fuel cell with hydrogen. For operating outside of city areas, the internal combustion engine having an accordingly higher output is available. The fuel cell is arranged in the engine compartment of the motor vehicle together with the internal combustion engine.

Abstract: The invention relates to a motor vehicle, comprising a body and a drive train, wherein the drive train comprises a front axle (10), a rear axle (13), a drive unit, and a gearbox (20), wherein the drive unit is designed as a hybrid drive having an internal combustion engine (16) and at least one electric machine (17, 18, 19), wherein the internal combustion engine (16) can be supplied with fuel from at least one fuel tank (21), and wherein the or each electric machine (17, 18, 19) can be supplied with electrical energy from at least one electrical energy store (22) in motorized operation, and wherein the or each fuel tank (21) and the or each electrical energy store (22) are positioned in a common section (23) of the body.

Abstract: A vehicle with electric wheel hub motors for one or more wheels for operation to provide drive at low vehicle speeds and to supplement one or more primary drive motors which drive other wheels of the vehicle through all desired vehicle speeds including the low vehicle speeds and vehicle speeds higher than the low speeds.

Abstract: The invention relates to a hybrid drive-train of a motor vehicle (1) equipped with a mechanical all-wheel drive, said drive-train comprising a combustion engine (5) which can be drive-connected to two axles (5) by means of a transmission (6), and a transversally installed electric machine arrangement (10). In order to improve the hybrid drive-train, particularly with regard to an operational mode that is highly dynamic, the electric machine arrangement is arranged approximately central in relation to the transverse direction of the vehicle.

Abstract: A control device for a power transmitting device for four-wheel drive hybrid-vehicle is provided capable of preventing the occurrence of negative torque resulting from power generation control of a second electric motor MG2. Drive-force control executes a control such that rear-wheel output torque Tpr of rear wheels falls in a positive torque when first and second electric motors MG1 and MG2execute power generation controls, thereby preventing torques of front and rear wheels from orienting in different directions. Accordingly, the front and rear wheels have torques oriented in the same direction, thereby favorably preventing discomfort feeling during a vehicle running.

Abstract: A motor vehicle includes two drive assemblies in the form of an internal combustion engine and an electric motor. For operating the motor vehicle at low speeds, preferably in an inner-city area, a fuel cell having comparatively small dimensions provides electric energy that is supplied to the electric motor directly and/or via an electric accumulator. In this way, the motor vehicle can be moved without emissions during the operation of the fuel cell with hydrogen. For operating outside of city areas, the internal combustion engine having an accordingly higher output is available. The fuel cell is arranged in the engine compartment of the motor vehicle together with the internal combustion engine.

Abstract: The invention relates to a drive train of a motor vehicle, comprising a front axle (10), a rear axle (13), an internal combustion engine (16), which is positioned behind the front axle (10) and in front of the rear axle (13) in a mid-engine arrangement, a transmission (17), by means of which the internal combustion engine drives the rear axle (13), and an electric drive (18), which is associated with the front axle (10) and which comprises at least two electric machines and by means of which the front axle (10) can be driven, wherein a further electric drive (18), by means of which the rear axle (13) can be driven in addition to or alternatively to the internal combustion engine (16), is associated with the rear axle (13).

Abstract: The invention relates to a motor vehicle, comprising a body and a drive train, wherein the drive train comprises a front axle (10), a rear axle (13), a drive unit, and a gearbox (20), wherein the drive unit is designed as a hybrid drive having an internal combustion engine (16) and at least one electric machine (17, 18, 19), wherein the internal combustion engine (16) can be supplied with fuel from at least one fuel tank (21), and wherein the or each electric machine (17, 18, 19) can be supplied with electrical energy from at least one electrical energy store (22) in motorized operation, and wherein the or each fuel tank (21) and the or each electrical energy store (22) are positioned in a common section (23) of the body.

Abstract: The present invention relates to an electric vehicle and a method of cooling a vehicular DC/DC converter. A fuel cell vehicle, as one example of an electric vehicle, includes a DC/DC converter connected between an electricity storage device and a fuel cell for converting a voltage generated by the electricity storage device and applying the converted voltage to a motor, and converting a regenerated voltage produced by the motor in a regenerative mode or a voltage generated by the fuel cell and applying the converted voltage to the electricity storage device, and a cooling apparatus for cooling the DC/DC converter. The cooling apparatus includes a cooling fluid passage therein for a cooling fluid that flows therethrough, the cooling fluid passage including a bend. The cooling apparatus is constructed such that the cooling fluid flowing upstream of the bend cools upper arm devices, while the cooling fluid flowing downstream of the bend cools lower arm devices.

Abstract: A hydraulically driven vehicle comprises: a first transaxle disposed at one of front and rear portions of the vehicle, wherein the first transaxle incorporates a first hydraulic motor for driving a first axle; a second transaxle disposed at the other of the rear or front portion of the vehicle, wherein the second transaxle incorporates a second hydraulic motor for driving a second axle; a hydraulic pump for supplying fluid to the first and second hydraulic motors; a mower; a duct for transferring grass mowed by the mower, wherein the first transaxle is disposed above the duct; and a vertical power train interposed between the first axle and an axial center shaft of a wheel driven by the first axle, wherein the power train is disposed on a lateral outside of the duct.

Abstract: A vehicle powertrain with mechanically independent sets of front and rear traction wheels has separate motive power units. An electronic control system including traction wheel slip control is electronically coupled to a first motive power unit and to a second motive power unit to separately establish maximum rear wheel traction and maximum front wheel traction. Independent requests are made for an increase or a decrease in wheel torque for one set of traction wheels and an increase or decrease in wheel torque for the other set of traction wheels thereby improving acceleration performance and enhancing vehicle stability.

Abstract: A rear wheel drive assist for a wheel tractor scraper, the wheel tractor scraper having a tractor portion with a power source operatively connected to the front driven wheels, and a rear, scraper portion having a bowl, work tool, and first and second rear wheels, the rear wheel drive assist includes a work tool pump fluidly connected to a work tool motor to drive the work tool, fluid operated drive motors operatively connected to the rear wheels, and a diverter valve selectively movable between a first position that delivers fluid flow from the pump to the work tool motor, and a second position that delivers fluid flow from the work tool pump to the rear wheel drive motors.

Abstract: A work machine having a mechanical transmission in combination with a hydrostatic ground drive including a primary drive and a secondary drive engageable for providing additional propulsion torque in a power assist mode, the hydrostatic drive automatically providing an increased torque capability when the transmission is engaged in a high speed range, thereby allowing the work machine to accelerate from a complete stop to a high speed range with the transmission in a high speed range without the need to stop to shift the mechanical transmission to accommodate an increased propulsion torque requirement.

Abstract: A ground engaged vehicle includes a front portion and a rear portion joined by an articulation. The articulation rotates around a longitudinal axis. An engine drives a hydrostatic pump which drives four hydrostatic motors, each of the hydrostatic motors in operative engagement with one of four wheels. The wheels are on wheel mounts, each of the wheel mounts having a vertical axis around which one of the four wheels with one of the hydrostatic motors is turnable. A steering system turns the two wheels of the front portion in a first direction and the two wheels of the rear portion in an opposite direction. The steering system is powered by the hydrostatic pump. A pedal control system has a first pedal controlling driving the vehicle in a forward direction and a second pedal controlling driving the vehicle in a rearward direction.

Abstract: A hybrid drive system for integrated vehicle stability control. Specifically, the hybrid drive system includes a multi-wheeled vehicle, a drop-in electric drive motor, and a master controller. The multi-wheeled vehicle is originally configured for propulsion using an internal combustion engine. That is, the present invention is suitable for powering legacy vehicles. The internal combustion engine capable of driving at least one wheel of the multi-wheeled vehicle. The remaining wheels of the multi-wheeled vehicle are not driven by the internal combustion engine. The drop-in electric drive motor is adapted to independently drive at least one remaining wheel on the multi-wheeled vehicle. The master controller is coupled to the drop-in electric drive motor. The master controller controls speeds of the remaining wheels driven by the electric drive motor to provide propulsion and overall stability management for the multi-wheeled vehicle.

Abstract: A system and method for managing a powertrain in a vehicle determines a number of vehicle conditions, and compares them to predetermined conditions to determine whether a secondary axle of the vehicle should be automatically connected to or disconnected from the powertrain. In general, if the speed of the vehicle is above some predetermined speed threshold, the secondary axle is disengaged to increase fuel economy. Conversely, if the speed of the vehicle is below some predetermined threshold, the secondary axle is typically engaged to help maximize the capture of regenerative braking energy during a braking event. Additional vehicle conditions may be examined, and exceptions to the general rule utilized, to further enhance the control strategy.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: In a motor vehicle having an internal combustion engine driving a front final drive unit connected to a pair of front wheels and a pair of rear wheels 21 driven through the rear final drive unit 18 by a longitudinal propshaft 19, the rear final drive unit 18 houses a transversely arranged electric motor/generator 35. The motor/generator 35 has a hollow rotor 36 which is connected to a spur input gear 64 of a layshaft reduction gear train 65 through a hollow shaft 37. This input gear 64 meshes with a large diameter spur gear 66 fixed on a layshaft 67 which also has a small diameter spur gear 68 fixed on it. The small diameter spur gear 68 meshes with a large diameter driving gear 69 fast with a differential 28 which drives the rear wheels by means of the drive shafts 22, one of which extends concentrically through the rotor 36 and the hollow shaft 37.

Abstract: A hybrid drive system for a four-wheel drive system arranged to supply motive power to a first output shaft of a transfer case from an internal combustion engine and to a second output shaft from an electric motor/generator. The transfer case includes a reduction gearset driven by the electric motor/generator, a power take-off unit driven by the reduction gearset, and a disconnect clutch operable for selectively coupling the reduction gearset to the second output shaft. This hybrid drive arrangement permits installation of a modified transfer case in place of a conventional transfer case for use in a traditional four-wheel drive driveline arrangement.

Abstract: In a drive control system for a hybrid vehicle, the electric power generated by an alternator driven by an engine and the electric power regenerated by a motor-generator are stored in a battery. The battery discharges electric energy to drive the motor-generator. An ECU calculates fuel consumption of the engine and fuel consumption of the motor-generator, and determines a distribution of motive power between the engine and the motor-generator from the fuel consumptions. The ECU calculates fuel consumption contributing to the electric energy stored in the battery, and then calculates the fuel consumption of the motor-generator by reflecting the contributing fuel consumption in it.

Abstract: An hybrid four wheel drive system characterized by a vehicle having a conventional rear wheel driveline as well as a conventional driving front steer axle powered by an hydraulic motor. The hybrid four wheel drive system is provided in multiple embodiments, particularly with and without an hydraulic pressure accumulator.

Abstract: An energy storage type of differential hybrid power distribution system to drive an all wheel driving carrier; a revolution output end of an internal combustion engine (or any other revolution power source) to drive the front wheel through an intermediate transmission and control interface device, and to also drive an input end of the energy storage type of differential hybrid power device to output kinetics to further drive the rear wheel; and an electromechanical unit functioning as a generator and a motor being disposed in the energy storage type of differential hybrid power device to regulate the power distribution between the front wheel and the rear wheel by controlling the electromechanical unit to operate as a motor or as a generator.

Abstract: A transaxle apparatus for a four-wheel drive vehicle, comprises: a hydraulic pump; a housing; a hydraulic motor disposed in the housing so as to be driven in response to fluid from the hydraulic pump; an axle extended outward from the housing; a drive train disposed in the housing so as to drivingly connect the hydraulic motor to the axle; and a power take-off shaft disposed in the housing perpendicularly to a rotary axis of the hydraulic motor so as to be drivingly connected to the drive train and extended outward from the housing.

Abstract: A hybrid motor vehicle (10) has a four wheel drive arrangement in which the front wheels (12 and 13) are driven by the engine (11) in two wheel drive mode and all four wheels (12-15) in four wheel drive mode. The engine is connected to the rear wheels (14 and 15) through an auxiliary driveline which includes a first clutch (22) to connect to the engine (11), a propshaft (23) and a differential (25). An electric motor (28) is connected to the propshaft (23) for the purpose of driving the vehicle either with or without the assistance of the engine (11). A second clutch (27) is located between the propshaft (23) and the differential (25). When the vehicle is in two wheel drive mode, the propshaft (23) is disconnected from both the engine (11) and the rear wheels (14 and 15) and on switching to four wheel drive mode when the vehicle is moving the propshaft (23) is firstly spun up to a speed matching that of the engine (11) and rear wheels (14, 15) by the action of the electric motor (28).

Abstract: A steering transaxle comprises: left and right drive shafts drivingly connected to respective steerable wheels; a differential gear unit differentially connecting the drive shafts to each other; a transaxle casing having an opening, the transaxle casing incorporating the differential gear unit and the drive shafts; a cover for covering the opening of the transaxle casing; a variable hydraulic motor having a movable swash plate, the hydraulic motor being provided on the inside of the cover; a motor control mechanism for controlling the movable swash plate, the motor control mechanism being provided on the outside of the cover; and a hydraulic oil port for oil supply and delivery to and from the hydraulic motor, the hydraulic oil port being provided on the outside of the cover.

Abstract: An object of the invention is to increase driving force of driving wheels at starting a vehicle, when the vehicle runs on a ?-sprit road. At first, a road surface for a driving wheel is detected, which has a higher coefficient of friction than that of a road surface for the other driving wheel. An operation for controlling grounded load of the driving wheels is carried out during a period, in which differential rotations of the driving wheels are limited. The grounded load of the driving wheel which is traveling on a high-? road is increased, whereas the grounded load of the other driving wheel which is traveling on a low-? road is decreased.

Abstract: The present invention relates to a drive arrangement for vehicles with at least two drivable vehicle axles (V, H). The drive arrangement is particularly suitable for utility vehicles and agricultural tractors. It has at least one first motor (11), which is propulsively connected to a first vehicle axle (H), and a second motor (12), which is propulsively connected to a second vehicle axle (V). At least one of the motors is a de-connectable motor (12), which can be disconnected from the propulsive connection to the associated vehicle axle (V). Regardless of whether the de-connectable motor (12) is propulsively connected to the associated vehicle axle (V) or is propulsively disconnected therefrom, a propulsive connection can be selectively made and broken between the first and the second vehicle axle (V, H).

Abstract: A multi-motor drive system for a work machine has a first traction device and a second traction device substantially aligned transversely of a primary travel-direction of the work machine. The drive system also has a first drive-group power-transfer system that connects the first traction device and the second traction device. The drive system may also include a third traction device and a fourth traction device substantially aligned transversely of the primary travel-direction of the work machine. Further, the drive system also includes a second drive-group power-transfer system that connects the third traction device and the fourth traction device. Additionally, the drive system has an inter-group power-transfer system that connects the first drive-group power-transfer system to the second drive-group power-transfer system. A first drive motor may operatively connect to the first drive-group power-transfer system separate of the inter-group power-transfer system.

Abstract: In a motor vehicle having an internal combustion engine driving a front final drive unit connected to a pair of front wheels and a pair of rear wheels 21 driven through the rear final drive unit 18 by a longitudinal propshaft 19, the rear final drive unit 18 houses a transversely arranged electric motor/generator 35. The motor/generator 35 has a hollow rotor 36 which is connected to a spur input gear 64 of a layshaft reduction gear train 65 through a hollow shaft 37. This input gear 64 meshes with a large diameter spur gear 66 fixed on a layshaft 67 which also has a small diameter spur gear 68 fixed on it. The small diameter spur gear 68 meshes with a large diameter driving gear 69 fast with a differential 28 which drives the rear wheels by means of the drive shafts 22, one of which extends concentrically through the rotor 36 and the hollow shaft 37.

Abstract: A hybrid drive unit for vehicles, in which a power distribution device is arranged in a power transmission route between an engine and a wheel, in which the power distribution device has a first to fourth rotary elements capable of rotating differentially with one another, in which a first motor generator is connected to the second rotary element and a wheel is connected to the fourth rotary element, and which is capable of steplessly controlling a speed change ratio of the first rotary element and the fourth rotary element of the power distribution device comprising: a second motor generator connected to the third rotary element of the power distribution device; a third motor generator connected to the wheel in a power transmittable manner; and an electric circuit for allowing exchange of electric power among individual motor generators.

Abstract: A hybrid drive system for a four-wheel drive system arranged to supply motive power to a primary output shaft of a transfer case from an internal combustion engine and to a secondary output shaft from an electric motor/generator. The transfer case is comprised of a planetary gearset having an input driven by the motor/generator and an output directing drive torque to the secondary drivelines. This hybrid drive arrangement permits use of a modified transfer case in place of a conventional transfer case in a traditional four-wheel drive driveline.

Abstract: To provide a vehicle driving apparatus capable of providing a sufficient driving force. A driving high-power generator is driven by an engine. A DC motor is driven directly by energy from the generator. A driving generator output voltage control circuit controls output voltage of the generator in accordance with the demanded driving force from the vehicle to control the motor.

Abstract: In a vehicle drive system, a pair of rear wheels is driven by first and second motors. The first motor is designed to specifications suited to delivering torque at low rotational speeds and the second motor is designed to specifications suited to delivering torque at high rotational speeds. The motor used to drive the rear wheels is selected based on the vehicle speed. The change in the operations of the first and second motors is synchronized with a shifting of a transmission disposed between an engine and a pair of front wheels. Thus, the vehicle drive system is configured and arranged to accommodate speeds ranging from low speeds to high speeds in a sufficient manner without requiring the drive source to become large.

Abstract: A control device controls a hybrid-four-wheel-driven vehicle wherein one of the front-wheel pair and the rear-wheel pair is an engine-driven-wheel pair which is driven by an engine, and the other pair is an electric-motor-driven-wheel pair which is driven by an electric motor. In the event of slipping of the engine-driven wheels, the system increases the engine output so as to increase the driving force of the electric-motor-driven wheels for increasing the total driving force mad up of the engine-driven-wheel driving force and the electric-motor-driven-wheel driving force, thereby improving acceleration performance, unlike conventional techniques. This provides a control device for suppressing deterioration in acceleration performance of the vehicle in a case of slipping of engine-driven wheels during acceleration.

Abstract: There is provided a driving force control apparatus for an automotive vehicle, including an internal combustion engine to rotate main drive wheels of the vehicle by engine torque, a generator driven by the engine; a motor powered by the generator to rotate subsidiary drive wheels of the vehicle by motor torque in a four-wheel drive state, a detecting section to detect a vehicle start failure under which the vehicle has failed to make a start in response to a vehicle starting operation in the four-wheel drive state, and a motor torque characteristic changing section to change a target torque characteristic of the motor to a higher level so as to increase the motor torque upon detection of the vehicle start failure.

Abstract: A vehicle driving force control apparatus is provided for a vehicle having a drive source configured to drive a generator and an electric motor configured to drive an electric motor driven wheel by electricity from the generator. The vehicle driving force control apparatus basically has a driving force detection section and a driving force control section. The driving force detection section is configured to detect at least one of a requested acceleration amount and a vehicle traveling speed. The driving force control section is configured to set a target generator driving force from the drive source based on at least one of the requested acceleration amount and the vehicle traveling speed. The vehicle driving force control apparatus is configured to provide a batteryless electric motor four-wheel drive vehicle that can ensure stability when starting from a stop on a low friction coefficient road, while maintaining vehicle acceleration performance.

Abstract: A driving force control apparatus is provided for a vehicle capable of preventing a shock from being generated by disengaging a clutch disposed between a subordinate drive source and subordinate drive wheels during vehicle travel. When a transition determination is made in which the clutch will be released, e.g., from a four-wheel drive state to a two-wheel drive state, a clutch release section disengage the clutch, upon the drive torque of the drive source substantially reaching a target drive torque in which a difference between an output torque of the clutch and an input torque of the clutch is smaller than a prescribed value in response to the transition determination.

Abstract: A control device controls a hybrid-four-wheel-driven vehicle wherein one of the front-wheel pair and the rear-wheel pair is an engine-driven-wheel pair which is driven by an engine, and the other pair is an electric-motor-driven-wheel pair which is driven by an electric motor. In the event of slipping of the engine-driven wheels, the system increases the engine output so as to increase the driving force of the electric-motor-driven wheels for increasing the total driving force made up of the engine-driven-wheel driving force and the electric-motor-driven-wheel driving force, thereby improving acceleration performance, unlike conventional techniques. This provides a control device for suppressing deterioration in acceleration performance of the vehicle in a case of slipping of engine-driven wheels during acceleration.

Abstract: A transmission for a wheel type working vehicle which makes it possible to reduce a size of a transmission mechanism for transmitting a mechanical driving force and a hydraulic driving force from the transmission to a front and rear wheel driving output shaft that is along a vehicle longitudinal direction. For this purpose, a bevel gear (49) and a cylindrical gear (50) are included at a front and rear wheel driving output shaft (20) for transmitting the mechanical driving force and the hydraulic driving force to front and rear wheels, and the front and rear wheel driving output shaft (20) is connected to an output shaft (21) of a mechanical transmission mechanism (15) via a bevel gear transmission mechanism (22), and is also connected to a hydraulic power transmission mechanism (24) connected to a hydraulic motor (17) via a cylindrical gear transmission mechanism (25).

Abstract: A rear wheel driving unit of a hybrid vehicle includes an oil catch tank that stores oil splashed from an oil sump formed on a bottom of a casing body by a driven gear of a differential. A slinger chamber to which the oil is supplied from the oil catch tank has a slinger disposed therein that is driven by the motor through gears. To cool the motor, the oil is supplied from the oil catch tank to an oil passage in a main shaft leading to the inside of a motor shaft by gravitational force. The oil splashed from the slinger chamber by the slinger is supplied to the oil passage to effectively cool the motor using the lubricating oil from the differential.

Abstract: A battery-powered vehicle for transporting a mined payload or supplies over the roadways existing in or around an underground mine, includes variable voltage, variable frequency drivers that convert DC voltage from a battery into an AC voltage for driving AC induction motors of a front wheel drive system of the vehicle, and a further variable frequency driver that converts DC voltage from the battery into an AC voltage for driving an AC pump motor for supplying hydraulic fluid to hydraulically operated components of the vehicle. A controller controls the operation of the variable voltage variable frequency drivers in response to commands supplied to the controller by an operator of the vehicle.

Abstract: An electric generating system for automobiles has a primary generator which is driven by an internal combustion engine of an automobile and supplies power to an electric load of the automobile and an electric motor for driving wheels of the automobile which are not driven by the internal combustion engine. A secondary generator is driven by the internal combustion engine and drives the motor. A control unit controls the secondary generator and the electric motor. The control circuit controls the output of the generator according to a driving force requested by the automobile, and the driving force of the electric motor is controlled by the output of the secondary generator.

Abstract: In the case four-wheel drive is required, a generator connected to an engine generates electric current, which is supplied to a motor such that a rear wheel shaft can be driven by a driving force transferred through a clutch interposed between the motor and the rear wheel shaft. Accordingly, slippage of the vehicle wheels is prevented and safety of the vehicle is improved.

Abstract: A vehicle driving force control apparatus is configured for a four-wheel drive vehicle that switches between a four-wheel drive state and a two-wheel drive state. The driving force control apparatus improves the response when a vehicle shifts into a four-wheel drive state while starting to move from a state of rest and, simultaneously, avoids the occurrence of shock when the clutch is connected. When the rotational speeds of the motor and the rear wheels reach or fall below their respective minimum detectable rotational speeds, the controller calculates estimated times until the motor and the rear wheels will stop based on the rotational speeds detected up until the minimum detectable rotational speed was reached and begins counting down from those estimated times. Since the clutch is connected after both estimated times have reached zero, the clutch is connected while reliably avoiding the occurrence of shock.

Abstract: A four-wheel drive assist for electric machines includes an electric drive system for driving wheels at a non-steering end and a selectively operable hydraulic system for driving wheels at a steering end. A controller controls the operation of the drive system according to operator selection and/or by detecting slipping of the electric drive system. Preferably, at least one hydraulically driven operating arm, including boom functions, lift platform, etc., is driven by the same hydraulic pump that drives the steering end hydraulic system. The machine thus is capable of effecting four-wheel drive when necessary, while operating as efficiently as a conventional two-wheel drive full electric machine when the four-wheel drive system is not engaged.

Abstract: An all-wheel drive with hybrid drive has an internal combustion engine (1), a first drive train (4) for a first driven axle (2), a second drive train (10) for a second driven axle (3), an electric machine (15) in the second drive train (10; 110), and a first clutch (20) upstream of the electric machine (15) and a second clutch (21) downstream of the electric machine (15). In order to improve all the electrical functions and to provide an all-wheel drive which meets all requirements, the electric machine (15) is composed of a stator (17) and of a rotor (18) which is connected to a first element (44) of a three-element planetary gear mechanism (19), whose second element (45) is connected to the first clutch (20) and whose third element (46) is connected to the second clutch (21).