Abstract: A controller is employed in a vehicle including an engine, a motor generator, and a hydraulically-driven clutch. The controller includes a CPU that executes: a first starting process that starts, when starting the engine under a condition in which an increase amount of a torque request value is less than an increase amount determination value, combustion in the engine after increasing an engine rotation speed to a motor rotation speed by engaging the clutch; and a second starting process that starts, when starting the engine under a condition in which the increase amount of the torque request value is greater than or equal to the increase amount determination value, combustion in the engine after the crankshaft starts to be rotated by engaging the clutch, the combustion being started before the engine rotation speed reaches the motor rotation speed.

Abstract: Proposed is a method of virtualizing characteristics of an internal combustion engine vehicle in an electric vehicle, the method including obtaining, by a controller, powertrain state information for a vehicle powertrain including a motor that makes a vehicle move and a power transmission device between the motor and driving wheels, determining, by the controller, tooth surface pressures of gears in the powertrain between the motor and the driving wheels based on the obtained powertrain state information, generating, by the controller, a virtual effect signal for generating a virtual effect that simulates powertrain characteristics of the internal combustion engine vehicle based on the determined tooth surface pressures of the gears in the powertrain, and generating, by the controller, the virtual effect that simulates the powertrain characteristics of the internal combustion engine vehicle.

Abstract: A vehicle wheel assembly comprises: a wheel for mounting a tire thereon; and an in-wheel motor mounted in the inner space of the wheel and comprising: a rotor connected to the wheel, wherein a magnet is mounted to a center portion of the rotor rotatably coupled with a bearing assembly and arranged at a rotation axis of the wheel, a stator configured to drive the rotor, a rotary sensor disposed in sensing relationship with the magnet mounted to the center portion of the rotor, the rotary sensor configured to be responsive to rotation of the magnet for generating a signal, and an electronic device comprising a circuit board and electronics; and a brake actuator configured to apply brake to the wheel or the rotor. The electronics mounted on the circuit board comprise a single electronic control unit configured to control both the in-wheel motor and the brake actuator.

Abstract: A method of controlling an idle speed of an engine of a vehicle, includes the steps of determining that the engine is decelerating to or is operating at a nominal idle speed, determining that a vehicle brake is applied, determining an actual or projected electrical load of at least part of a vehicle electrical system is beyond an electrical load threshold, and increasing the engine speed to or maintaining the speed of the engine at a speed greater than the nominal idle speed range as a function of the electrical load to increase the electrical output of a generator coupled to the engine. The method may include determining that the brake is ceasing to be applied and then decreasing the engine speed to or toward the nominal idle speed.

Abstract: A vehicle has an inverter, a motor, an output connector, and a changeover device. The inverter applies a voltage to a first output wiring line, a second output wiring line, and a third output wiring line. The motor is connected to the first output wiring line, the second output wiring line, and the third output wiring line, and drives a wheel. The output connector supplies the voltage applied to the first output wiring line, the second output wiring line, and the third output wiring line to an outside. The changeover device changes over the voltage supplied from the output connector to the outside.

Abstract: Apparatus and method of powering an outlet in a bed of an all-terrain vehicle. The all-terrain vehicle can include an engine coupled to an electric generator. The method can include activating a generator mode of the engine, generating power by utilizing the electric generator of the all-terrain vehicle coupled to the engine, supplying the power to an inverter, that can convert the power to AC power, and supplying the AC power to the outlet in the bed of the all-terrain vehicle. A controller can discontinue power to at least one accessory when power is supplied to the outlet. The electric generator can be mounted to an air conditioning compressor mount structure of the vehicle.

Abstract: A hybrid drive system for a motor vehicle includes a housing and an input shaft, which is provided to introduce torsional moments, which can be provided by an internal combustion engine, into the hybrid drive system, and which is rotatably mounted around a rotational axis. The system also includes an output shaft arranged coaxially in relation to the input shaft, an electric motor having a stator and a rotor, and a rotor support, which is non-rotationally connected to the rotor. The rotor support has a support hub, a support wall, and a support cylinder. The system also includes a separating clutch having a first inner disc carrier and a first outer disc carrier. A first bearing is arranged between the support hub and the housing. A second bearing is arranged between the support hub and the input shaft. The support wall and the support cylinder are a one-piece sheet metal part.

Abstract: A method is provided for scheduling regenerative braking torque, comprising: sensing a position of an accelerator pedal; generating a torque request value in response to the sensed accelerator pedal position; determining a speed of operation of a motor/generator; determining a torque limit in response to the torque request value and the determined speed of the motor/generator; generating a regenerative braking command in response to the torque limit; and outputting the regenerative braking command to the motor/generator.

Abstract: A power supply system that utilizes a hybrid architecture to enable low cycle-life, high energy density chemistries to be used in rechargeable batteries to extend the range of a traction battery.

Abstract: A rotor carrier for a rotor of an electric machine and to a hybrid module with such a rotor carrier. The rotor carrier includes a pot-shaped base body. The base body overlaps only a portion of the axial extension of the rotor, in that the rotor carrier comprises a second supporting body that has elements on an outer circumferential surface for a positive engagement connection and/or frictional engagement connection between supporting body and rotor, in that the supporting body has a radially extending flange, and in that the bottom of the base body and the flange of the supporting body are connected to one another.

Abstract: A refuse vehicle includes a chassis, an energy storage device supported by the chassis, a body assembly, and a power distribution unit. The energy storage device is configured to provide electrical power to a prime mover. Activation of the prime mover selectively drives the refuse vehicle. The body assembly is configured for storing refuse and is supported by the chassis. The power distribution unit is coupled to the energy storage device and is configured to control power transmission outward from the energy storage device, between the chassis and the body assembly. The body assembly includes a controller that communicates with the power distribution unit to adjust a flow of electrical power from the energy storage device to the body assembly.

Abstract: Methods of improving SCR performance in heavy duty vehicles may use multiple interdependent control techniques to increase engine exhaust temperatures in a fuel efficient manner. One method combines cylinder deactivation and mechanical loading of an engine by an electrical generator used to input energy into an exhaust stream to manipulate the exhaust temperature through the combined effect of modified air-to-fuel ratio and supplemental energy input. In particular, cylinder deactivation may be used to modify the engine air flowrate and the electric generator may be used to apply mechanical load on the engine to manipulate the engine fuel flow rate to control the engine air-to-fuel ratio and thereby increase exhaust temperatures. The exhaust temperatures may be further increased by using the electrical generator to add the energy generated as input energy to the exhaust stream.

Abstract: A control method for a hybrid vehicle is provided. The hybrid vehicle includes an electric motor (13) that drives the vehicle to travel, a generator (12) that supplies power to the electric motor (13), and an engine (11) that drives the generator (12). The control method includes: when bringing the electric motor (13) into a regenerative state, operating the generator to drive the engine (11) in a state in which fuel supply to the engine (11) is cut, thereby executing, in accordance with required deceleration, the motoring control for consuming the output power of the electric motor (13); and when increasing the rotational speed of the engine (11) due to an increase in the required deceleration upon execution of the motoring control, setting the rotational speed of the engine (11) such that the change rate of the rotational speed of the engine (11) increases as the consumed power by the motoring control increases.

Abstract: Systems and control methods can provide for determining a TrnAin torque request from desired vehicle acceleration in a vehicle that utilizes a WTC architecture to allow for smooth transition between different transmission states, such as torque converter bypass clutch states and shifts between transmission gear ratios. The methods provide consistent and smooth vehicle acceleration profile during transmission state transitions. The methods also provide the ability to track the desired vehicle acceleration consistently from virtual driver demand sources, such as adaptive cruise control, autonomous vehicle, or remote parking, without allocating any additional resource to account for transmission state transitions. The proposed methods are applicable to any TC-based automatic transmission drivetrain, such as conventional powertrain, MHT, P4 HEV, or even BEV powertrains where the motor is located on the impeller side of a torque converter.

Abstract: A rotor carrier for a rotor of an electric machine and to a hybrid module. The rotor carrier includes a tubular base body and receptacles for parts of a clutch are provided on an inner circumferential surface remote of the rotor. The base body is connected to a hub by a connection element arranged adjacent to the receptacles. The connection element is formed by a radially extending annular flange, and in that the radially extending annular flange is arranged in axial direction between the receptacles and one end of the base body, or is characterized in that the base body is formed integral with a converter housing, and in that the connection element is formed by a radially extending housing wall or a housing cover of the converter housing.

Abstract: A method includes obtaining first fluidic pressure information indicative of fluidic pressure in a hydraulic cylinder of a machine as a function of time, and generating a first training set including second fluidic pressure information associated with impeller clutch engagement values. A training system associated with the machine computes a first plurality of test system response values based on the first training set, compares first plurality of test system response values with a plurality of observed response values, and determines a first response error. The training system determines whether the first response error is less than or equal to a threshold error value, generates a time-step predictive analytical model associated with the first training set, and provides the time-step predictive analytical model to an electronic control module of the machine. The time-step predictive analytical model is usable to control machine torque and/or an impeller clutch of the machine.

Abstract: A method for controlling the regenerative braking torque of a vehicle having a data processing unit for detecting a first information representing a deceleration request of the vehicle, detecting a second information representing a speed of the vehicle, and a first moving member of the vehicle and a second moving member of the vehicle. The method includes determining temperatures of different braking components on different axles, as well as the state of a battery module and a traction and regenerative braking module. The method also includes determining a regenerative braking power dynamic distribution ratio between the first and second axles. A regenerative braking torque is provided to one of the modules.

Abstract: A method to detect whether combustion is taking place in an internal combustion engine of a hybrid vehicle during operation of the hybrid vehicle, whereby a decoupler is provided between the internal combustion engine and an electric machine that serves to power the hybrid vehicle, comprising opening the decoupler between the internal combustion engine and the electric machine, receiving a speed signal when the decoupler is open, said signal indicating a rotational speed of the internal combustion engine when the decoupler is open, and determining, on the basis of the speed signal when the decoupler is open, whether combustion is taking place in the internal combustion engine. The present invention also relates to a control device to carry out the method according to the invention.

Abstract: A method of controlling a vehicle accessory includes determining a transmission of a vehicle is in a non-park setting; in response to determining the transmission of the vehicle is in the non-park setting, receiving speed data indicative of a speed of the vehicle; determining a speed to operate the vehicle accessory based on the vehicle speed; comparing the determined speed to operate the vehicle accessory to a speed threshold; and in response to determining that the determined speed is below the speed threshold, providing a command to the vehicle accessory to one of deactivate the vehicle accessory or operate the vehicle accessory at a reduced operating state relative to a current operating state of the vehicle accessory.

Abstract: The controller forms a control device for a vehicle with which torque generated in an engine and a motor generator is transmissible to a continuously variable transmission in accordance with a driving force request from a driver. The controller includes an engine controller forming a motor control unit adapted to control an output of the motor generator in accordance with the driving force request, and a transmission controller forming a transmission capacity control unit adapted to control a transmitted torque capacity of the continuously variable transmission, and, in a case where motor assistance is performed and when stability of the transmitted torque capacity of the continuously variable transmission is detected, performs the motor assistance.

Abstract: A power train for a vehicle, the power train includes: a motor including a rotatable shaft; a reducer coupled to the motor; a gear train disposed at least partially inside the reducer, to transmit rotational force generated by the motor; and a wheel rotatable by receiving power from the reducer or by transmitting power generated by its rotation to the reducer, wherein the gear train is configured to transmit power from the motor to the reducer or to transmit power from the reducer to the motor based upon comparison of a rotational angular velocity of the rotatable shaft and a rotational angular velocity of the reducer.

Abstract: A turbine system that harnesses energy from natural atmospheric wind and water currents for power generation and storage in a power storage mode, and in a reverse switched operation, sources current to the turbine system from storage power to function in a propulsion mode to propel an associated structure (e.g., boat, aircraft).

Abstract: An exemplary method includes controlling a rotation rate of a rotor in a vehicle, detecting that an electric motor system is electrically energized and rotating the rotor at least at a minimum rotation rate that is greater than zero in response to the electric motor system being electrically energized. The rotor may be rotated at least at the minimum rotation rate when the electric motor system is energized and the motor is turned-off.

Abstract: A control device for controlling the operation of an internal combustion engine and of an electrical machine in a hybrid drive assembly, which permits a mechanical coupling of the engine and the machine in a drive train. An engine control part controls the internal combustion engine and an electrical machine control part controls the electrical machine. A monitoring part monitors proper operation of the control parts and, in the event of a malfunction, takes over a control function within a reaction time span. An engine false-start prevention part detects a transition of the internal combustion engine from stopped to running and, in the event of such a transition, checks if a proper start of the internal combustion engine was requested within a predefined past time span in order to prevent a fuel supply release and/or an ignition release if such a start was not requested.

Abstract: A friction clutch for a drivetrain of a motor vehicle includes and input part, an output part, a spring device, a pressure pot, and a connecting means connecting the pressure pot to the inner-plate carrier. The input part includes an outer-plate carrier which is rotatable about an axis of rotation by a drive motor, and an outer plate rotationally fastened to the outer-plate carrier. The input part includes a rotor carrier, an inner-plate carrier separate from the rotor carrier, and an inner plate rotationally fastened to the inner-plate carrier. The spring device is for bracing the outer plate and the inner plate together with a pressing force to close the friction clutch. The connecting means includes an actuating surface via which the friction clutch can be actuated by an actuating device.

Abstract: A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (1), in particular a group transmission (1) with a drive output side (1b), a drive output flange (2) and a countershaft (VW). An add-on transmission (3) is arranged on the change-speed transmission (1) and has at least one electric machine (EM) and at least one gear ratio step (Ü1). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (Ü1) and can be engaged as an additional electric drive.

Abstract: A cooling assembly for a hybrid vehicle includes a first cooling system configured to cool an engine and a second cooling system separate from the first cooling system and configured to cool a plurality of electrical components. The second cooling system is configured with a first method of cooling at least a first electrical component and is configured with a second method of cooling at least a second electrical component. The first method of cooling is different from the second method of cooling.

Abstract: An electric axle having an electric drivetrain including a motor/generator, a first planetary gear set operably coupled to the motor/generator, and a second planetary gear set operably coupled to the first planetary gear set, wherein the first planetary gear set includes a first ring gear, a first planet carrier, and a first sun gear, and wherein the second planetary gear set includes a second ring gear, a second planet carrier, and a second sun gear; a drive wheel axle operably coupled to the electric drivetrain; and a first wheel and a second wheel coupled to the drive wheel axle.

Abstract: A hybrid drive device includes an internal combustion engine, an electric machine and an impulse start module which comprises two clutches and a flywheel mass. A method for operating the hybrid device includes opening the first clutch of the impulse-start module and establishing a start-up requirement for the internal-combustion engine. The method also includes closing the first clutch with the second clutch in an open or closed position for a start of the internal-combustion engine.

Abstract: An engine control device for a saddle riding vehicle includes a mechanical centrifugal clutch for connecting and disconnecting driving force from an engine to a driving wheel, a throttle operator to adjust output power of the engine, a motor to rotate a crankshaft of the engine, and a control unit to control the motor and a fuel injection system. The control unit executes injection stopping control for stopping fuel injection during deceleration of the vehicle and executes, when an opening operation of the throttle operator is performed after an engine speed becomes equal to or lower than a centrifugal clutch disconnection speed at which the centrifugal clutch is disconnected, acceleration assist control for rotating the crankshaft with the motor.

Abstract: An operating method for a power train of a hybrid vehicle having an internal combustion engine, an electric drive machine and a rechargeable electric energy storage unit configured to supply the electric drive machine with energy, includes controlling the power train in a zero emission mode in which the internal combustion engine is deactivated and in which the electric drive machine serves to drive the hybrid vehicle, and in an emission mode in which the internal combustion engine is operated in a fired operation. The method also includes determining, for a system initiated change of operating mode from the zero emission mode into the emission mode, a starting command for the internal combustion engine. The change of operating mode from the zero emission mode into the emission mode is blocked for one of a predefinable delay time, a predefinable quantity of energy extracted from the electric energy storage unit, or a predefinable travel distance.

Abstract: The invention relates to an electric car with (a) a first axle (12), (b) a second axle (14), (c) an electric motor (18) for driving at least one of the axles, which has an electric motor overall height (hM)t, and (d) a battery (22) for supplying the electric motor (18) with electrical energy, which has a battery overall height (hB), wherein (e) the electric motor overall height (hM) corresponds to the battery overall height (hB). According to the invention, (f) the electric motor (18) is composed of at least two electric motor modules (38.1, 38.2) and (g) the electric motor modules (38.1, 38.2) are arranged one behind the other in relation to a motor rotational axis (D18); (h) the electric motor modules (38.1, 38.2) have a common rotor shaft (4) or coupled rotor shafts (41); (i) the electric motor (18) and the battery are arranged at the same height; and (j) a battery mass centre of gravity (S22) of the battery lies in a central third (Q) between the axles (12, 14).

Abstract: There is provided a fuel cell vehicle comprising a motor configured to perform a regenerative operation and to drive the fuel cell vehicle; a fuel cell; a secondary battery; and a control unit. The control unit comprises a weight acquirer configured to obtain a current weight of the fuel cell vehicle; and a charge discharge controller configured to set a higher value to an upper limit value and to set a lower value to a lower limit value when the current weight calculated by the weight acquirer is an increased weight that is larger than a reference value, compared with the upper limit value and the lower limit value set when the current weight is the reference weight.

Abstract: The present disclosure provides a power-drive system for a vehicle and a vehicle. The power-drive system comprises: an engine; a plurality of input shafts; a plurality of output shafts, the plurality of output shafts linking with a differential of the vehicle; a first clutch device, arranged between the engine and the plurality of input shafts, so that the engine selectively engages with at least one of the plurality of input shafts; a first motor generator, configured to link with the differential of the vehicle; and a second motor generator, wherein the second motor generator and the engine are located on an input side of the first clutch device, the plurality of input shafts is located on an output side of the first clutch device, and the second motor generator is configured to carry out stationary power generation using at least part of power of the engine when the vehicle is parked.

Abstract: The invention relates to a transmission structure for a hybrid vehicle with an internal combustion engine, a first electric machine, and a second electric machine. In this case, a first electric machine shaft which is assigned to the first electric machine can be driven by a drive shaft which can be driven by the internal combustion engine via a first gear set. In this case, a travel drive gear of a differential gearing of the vehicle can be driven by a second electric machine shaft assigned to the second electric machine via a second gear set. The transmission structure can thereby be compactly designed and in particular, the use of the installation space and/or the efficiency of the electric machines can be improved in that the first gear set has a ring gear with inner teeth and a spur gear which engages with the inner teeth of the ring gear.

Abstract: A vehicle includes an electric machine and a controller. The electric machine is configured to draw energy from a battery to propel the vehicle and to recharge the battery during regenerative braking. The controller is programmed to, in response to identifying a regenerative braking opportunity along an upcoming road segment based on a classification of driver behavior and a classification of the upcoming road segment, operate the electric machine to recharge the battery along the upcoming road segment.

Abstract: A method for multi-speed electric vehicle shift control for damping an acceleration oscillation of the electric vehicle. The method includes determining a percentage of accelerator pedal travel and then retrieving a clutch calibration, a first electric motor calibration, and a second electric motor calibration correlating with the determined percentage of accelerator pedal travel. The method then applies the clutch calibration in actuating a clutch-to-clutch gear ratio change, thereby generating a vibration fluctuation in a first axle, and applies the first electric motor calibration in modulating a first electric motor to dampen the vibration fluctuation. The clutch actuation and first electric motor modulation together produces a first axle torque oscillation.

Abstract: The invention relates to an electric car with (a) a first axle (12), (b) a second axle (14), (c) an electric motor (18) for driving at least one of the axles, which has an electric motor overall height (hM)t, and (d) a battery (22) for supplying the electric motor (18) with electrical energy, which has a battery overall height (hB), wherein (e) the electric motor overall height (hM) corresponds to the battery overall height (hB). According to the invention, (f) the electric motor (18) is composed of at least two electric motor modules (38.1, 38.2) and (g) the electric motor modules (38.1, 38.2) are arranged one behind the other in relation to a motor rotational axis (D18); (h) the electric motor modules (38.1, 38.2) have a common rotor shaft (4) or coupled rotor shafts (41); (i) the electric motor (18) and the battery are arranged at the same height; and (j) a battery mass centre of gravity (S22) of the battery lies in a central third (Q) between the axles (12, 14).

Abstract: A compact air turbine configured to convert some of the energy from a stream of passing air into electrical energy. The turbine is placed on a moving vehicle in a location where drag is occurring and may in fact be placed in a location where additional drag is desirable. The preferred embodiments incorporate a movable inlet ramp or door to aid in self-starting and increase efficiency.

Abstract: A drive train for a hybrid vehicle, in particular for a temporarily four-wheel-driven motor vehicle, wherein the drive train comprises a first partial drive train assigned to a primary axle and a second partial drive train assigned to a secondary axle, and wherein the first partial drive train comprises a first drive unit configured as an internal combustion engine and a second drive unit configured as an electric machine and a change transmission, is refined in that the hybrid drive train is inexpensive to produce, has low CO2 emissions in operation, and may be used in a drive train of a temporarily four-wheel-driven motor vehicle.

Abstract: A drive unit for a drivetrain of a hybrid motor vehicle comprises a first electric machine and a second electric machine, which, in respect of its rotor, is arranged coaxially with an axis of rotation of a rotor of the first electric machine. A first transmission stage is arranged between a drive component, which is configured to be selectively coupled for conjoint rotation to an output shaft of an internal combustion engine, and a power shaft of the first electric machine and/or of the second electric machine. A transmission component unit is provided, via which the power shaft of the respective electric machine is configured to be selectively coupled to wheel driveshafts. The drive component of the internal combustion engine is coupled to an intermediate gear unit via a second transmission stage.

Abstract: A control system has at least one electronic control unit for controlling an internal combustion engine in a hybrid vehicle, which records at least the vehicle speed and the driver's desired driving performance and the driving performance specified by a safety control system or a driver assistance system. The control unit is designed such that, below a pre-defined vehicle speed threshold and/or in the event of recognition of an urban area, while in a purely electric driving mode, it only engages the internal combustion engine when the current desired driving performance exceeds a pre-defined upper threshold, preferably once the maximum tractive force at the wheel for purely electric driving is at least reached.

Abstract: A torque converter for a hybrid module may include a hydraulic coupling arrangement, a front cover, an impeller shell, and an electric rotor. The hydraulic coupling arrangement may include an impeller and a turbine. The front cover may have a first rim extending in a first axial direction. The front cover may at least partially encase the hydraulic coupling arrangement. The impeller shell may be fixed to the front cover and may at least partially encase the hydraulic coupling arrangement. The impeller shell may have a second rim extending in a second axial direction, opposite the first axial direction, a circumferential ring at a distal end of the second rim, and at least one impeller blade. The electric rotor may be fixed to the impeller shell second rim and axially retained by the circumferential ring.

Abstract: A multi-purpose vehicle is disclosed that includes a mode change switch for operating a travel mode of a vehicle body and a mode control device for switching the travel mode of the vehicle body in response to an operation of the mode change switch. The mode control device switches the travel mode of the vehicle body between a two-wheel engine driving mode in which only an engine is driven, a two-wheel motor driving mode in which only a motor is driven, a four-wheel hybrid driving mode in which both of the engine and the motor are driven, and an OFF-mode in which none of the engine and the motor is driven.

Abstract: During running of an electric vehicle, a battery temperature control section performs preliminary temperature adjustment processing so that a temperature of the battery at a point of time of arrival at a reachable charging station is within a suitable charging temperature range. When the preliminary temperature adjustment processing is performed, a running control section performs processing for maintaining a remaining capacity securing condition that an estimated remaining capacity is equal to or exceeds a remaining capacity criterion value, the estimated remaining capacity resulting from subtraction of an estimated running electricity amount and an estimated temperature control electricity amount from a remaining capacity of the battery at a current point of time.

Abstract: Systems of an electrical vehicle and the operations thereof are provided. Inflow current occurs when components of differing voltage are connected absent mitigating components. Batteries and other components may be damaged by unrestrained inflow current. By performing a pre-charge, a battery line is gradually brought up to the voltage source potential. Additionally, by determining the observed voltage, while a lesser voltage is applied, to a connected component, a determination may be made if charging should or should not continue. If the observed voltage is less than that applied, a problem may be present and charging discontinued. As a result, high-voltage current that may be inadvertently exposed may be curtailed.

Abstract: A vehicle driveline system for a vehicle is provided. The system comprises a differential having a differential housing connectable to an engine via a pinion, and two output shafts being connectable with respective wheel axles, and an electrical motor being selectively connected to the differential housing. The differential housing extends into a hollow shaft having a radial protrusion provided with engagement means, such as splines, for connecting with a shifting sleeve, wherein said shifting sleeve is configured to be actuated for connecting the electrical motor to said differential housing.

Abstract: An improved electric vehicle powered by a plurality of rechargeable batteries which are discharged and simultaneously charged during the vehicle's operation. The batteries are discharged as the energy used to operate the vehicle is drawn from the batteries. The operation of the vehicle activates two power systems configured to generate voltage and to recharge the depleting batteries. The two power systems are: (1) dual-purpose electric motors configured to convert the mechanical energy created by the rotation of the vehicle's wheels into electric current; and (2) a thermocouple which converts energy created by temperature difference between two objects into voltage, a process commonly known as the thermoelectric effect or Seebeck effect.

Abstract: A vehicle drive apparatus including a speed change mechanism, a first and second motor-generators, and a microprocessor. The microprocessor is configured to perform controlling the speed change mechanism, the first motor-generator and the second motor-generator so as to switch a speed range to a low-speed range, operate the first motor-generator as a motor and operate the second motor-generator as a generator when a vehicle speed is equal to or greater than a predetermined vehicle speed and an acceleration instruction is detected, and so as to switch the speed range to a high-speed range, operate the first motor-generator as a generator and operate the second motor-generator as a motor when the vehicle speed is equal to or greater than the predetermined vehicle speed and a deceleration instruction or a termination instruction of an acceleration is detected.

Abstract: A plug-in hybrid electric vehicle (PHEV), which has an engine and a motor and travels using a power of the engine and an electric power of the motor, includes: a battery configured to supply a drive energy of the motor; a battery sensor configured to measure a state of charge (SOC) of the battery; and a controller configured to estimate an average mileage per cycle established using traveling information of the vehicle, estimate an average SOC per cycle using the measured SOC, and control a reference power needed for driving the engine according to the estimated average mileage and the estimated average SOC.