Abstract: Some embodiments provide a system for optimizing electrical power management in a vehicle. The system includes a HVAC device and a thermal storage device, both configured to provide heating and cooling to an occupant compartment of the vehicle. The system further includes a controller connected to an electrical storage device and an electrical generating device. The controller receives electrical power generated by the electrical generating device and directs the electrical power to satisfy the vehicle's power requirements and/or stores the electrical power in at least one of the electrical storage device and the thermal storage device. Furthermore, the controller directs at least one of the HVAC device and the thermal storage device to provide heating and cooling to the occupant compartment of the vehicle, depending on the available storage of the thermal storage unit or occupant compartment demands.

Abstract: A method for determining a voltage level across an electrical circuit of a powertrain includes measuring a plurality of voltage levels and utilizing a comparison test between at least two voltage levels of the plurality of voltage levels to determine the circuit voltage level.

Abstract: An HV-ECU continuously integrates period of no external charge as the time elapsed from latest external charging (last external charging). When ignition is turned on, a stored map is looked-up, and an SOC control center value that corresponds to the period of no external charge is obtained. Charge/discharge management of the power storage unit in HV running mode is executed based on the obtained SOC control center value. When the period of no external charge exceeds a prescribed threshold value, SOC control center value is increased to control center value.

Abstract: A method controls or regulates the charge state of an electrical energy accumulator of a hybrid vehicle, where, in some operating states, the energy accumulator is charged from a low to a higher charge state level by way of an electric machine driven by an internal-combustion engine of the hybrid vehicle and operating as a generator. The level of the charge state to which the energy accumulator is charged by the internal-combustion engine is selected as a function of a parameter representing the load of the electrical system or correlating thereto.

Abstract: A control system includes an electric rotating machine; a driving circuit that is connected to a DC power supply, the driving circuit includes a frequency conversion unit configured such that, when the electric rotating machine is to be driven in a power running mode, the frequency conversion unit converts an output of the DC power supply into AC electric power, and when the electric rotating machine is to be driven in a regenerative operation mode, the frequency conversion unit converts an output of the electric rotating machine into DC electric power; and a control unit that controls the driving circuit, wherein the control unit judges whether a connection between the DC power supply and the driving circuit is being maintained, and is configured such that, when the connection is not being maintained, regenerative electric power generated by the electric rotating machine is reduced by controlling the driving circuit.

Abstract: A method is for controlling the torque of a hybrid drive unit, which includes a combustion engine and at least one electric machine capable of being operated alternatively as a motor or as a generator. The electric machine, when operated as a motor, is powered by an energy storage device and supplies a positive electric motor torque which together with a combustion engine torque of the combustion engine produces a total drive torque of the hybrid drive unit. A hybrid drive unit includes a respective torque control. In the event that a desired torque is greater than a consumption-optimized combustion engine maximum torque, the electric machine is operated as a motor having an electric motor torque. An electric motor maximum torque is specified as a function of at least one state parameter of the energy storage device.

Abstract: A hybrid electric vehicle drive system comprises a first power bus electrically coupled to a motive power subsystem and a drive wheel propulsion assembly; a second power bus electrically coupled to the first power bus and a plurality of energy storage subsystems, wherein the first power bus is configured to allow electrical power to be transmitted among the motive power subsystem, the drive wheel propulsion assembly, and the second power bus, and wherein the second power bus is configured to allow electrical power to be transmitted among the plurality of energy storage subsystems and the first power bus.

Abstract: A path for charging a main battery from an external power source is established by turning on a first relay and a second relay. This charging path is provided independently of an electric path between a motor generator for generating a vehicle driving force and the main battery established by turning on a third relay. Further, an auxiliary load system including an auxiliary battery is not connected to the above-mentioned electric path, but receives operating power through a power line between the second relay and a power converter so as to be operable even with the third relay turned off.

Abstract: In the case where a connector of a charging cable is connected to a charging connector provided on a hybrid vehicle, a connector signal CNCT indicating that the connector of the charging cable is connected to the charging connector provided on the hybrid vehicle is input to a power supply ECU and an HV_ECU having an operating frequency higher than that of the power supply ECU. When the connector signal CNCT is input, the power supply ECU activates the HV_ECU. The HV_ECU controls the electrical system of the hybrid vehicle so as to charge a battery pack. The HV_ECU stops the charging when the input of the connector signal CNCT is stopped during charging of the battery pack.

Abstract: The application is directed to solving the problem of generation of overdischarging from a power storage device according to compensation for reduction in electrical power generated by a first motor generator (MG1) corresponding to reduction in the revolution speed of the MG1. When detection is made of reduction in the revolution speed of the MG1 corresponding to reduction in the engine speed, any of the four following operations is carried out: (1) modifying the output torque of the MG1 such that electrical power generated by the MG1 increases; (2) modifying the output torque of a second motor generator (MG2) such that power consumption by the MG2 is reduced; (3) forcing the control mode of the MG1 to be changed to PWM control from one-pulse switching control; and (4) reducing the DC voltage command value for the converter.

Abstract: A control device turns on a system relay and relays. A first boost converter rectifies an AC voltage supplied through a connector and a first power supply line. Further, the boost converter responds to a signal from the control device to boost the rectified voltage, and outputs the boosted voltage to a second power supply line. A second boost converter receives a voltage from the second power supply line to convert the voltage in accordance with a signal from the control device for output to a third power supply line. Since the system relay and one relay are both turned on, first and second batteries are connected in parallel to the third power supply line and a ground line. The first and second batteries are thereby charged.

Abstract: Disclosed is a battery pack system to supply current necessary to operate an external device, including a battery module including battery cells which can be charged and discharged, a temperature sensor, an auxiliary power unit to supply a charge and discharge pulse current to the battery module, and a controller to connect the auxiliary power unit to the battery module so that the charge and discharge pulse current is supplied to the battery module when a measured temperature (Tbat) of the battery module is less than a set temperature (Tcrit) based on information detected by the temperature sensor before the battery module is electrically connected to the external device and to interrupt the supply of the charge and discharge pulse current to the battery module when the temperature of the battery module becomes equal to or greater than the set temperature (Tcrit) and an operating method of the same.

Abstract: A hybrid ECU executes a program including the steps of: setting a fan driving level F for a cooling fan, as based on a high voltage battery's temperature TB, SOC and input and output currents, and a vehicular cabin's internal temperature and background noise; detecting from a signal transmitted from a voltage sensor the voltage of an auxiliary battery serving as a power supply for the cooling fan; and setting a duty command value for the cooling fan from fan driving level F and the auxiliary battery's voltage so that the duty command value is smaller as a voltage of the auxiliary battery is higher.

Abstract: A machine includes a power system. The power system may include a prime mover drivingly connected to an electric generator. The power system may also include a power line operably connected to the electric generator. Additionally, the power system may include a first electrical energy storage device operable to exchange electricity with the power line. The power system may also include a second electrical energy storage device. The power system may further include power-system controls. The power-system controls may include a first power regulator. The power-system controls may also include at least one information processor configured to receive information related to at least one operating parameter of the power system and control the first power regulator based on the received information, including selectively controlling the first power regulator to receive electricity from the second electrical energy storage device and supply the electricity to the first electrical energy storage device.

Abstract: The present invention contemplates a hybrid vehicle capable of changing an amount to be charged to an electric power storage device in accordance with whether it is externally charged. The hybrid vehicle includes a control device inquiring of an occupant of the vehicle whether the occupant has an intention to go to a charging location for example at home. If so, the control device sets a target value for the electric power storage device's amount of a state (SOC) to have a value smaller than when the occupant does not have an intention to go to the charging location. This allows as much energy as possible to be received at the charging location and a vehicle can thus be obtained that less depends on an internal combustion engine and contributes to environmental protection.

Abstract: A first motor generator-control unit (MG1-ECU) and a second motor generator-control unit (MG2-ECU) are provided independently for respective motor generators. The MG2-ECU performs electric power balance control by correcting an MG2 torque command value as required, so that the sum of the MG1 electric power and the MG2 electric power is within a range of allowable input/output electric power of a DC power supply. The electric power balance control is performed using an estimate of the MG1 electric power based on data obtained by the MG1-ECU. The estimate is determined so that a communication delay time between the MG1-ECU and the MG2-ECU is corrected. In this way, the electric power balance control can be performed appropriately for restricting, within a predetermined range, the total input/output electric power of the electric motors as a whole of a hybrid vehicle mounted with a plurality of motor generators (electric motors).

Abstract: A cell control device according to the present invention includes: a discharge circuit that discharges each unit cell selected by the first switches among a plurality of unit cells connected in series; a charging circuit that charges each unit cell selected by the second switches among the unit cells connected in series, and; a voltage detection unit that detects a voltage of each unit cell via voltage detection lines respectively connected to positive and negative electrodes of the unit cells; an oscillator that irradiates high frequency electromagnetic radiation upon the voltage detection lines; and a charging control unit that controls switching of the first switches, thereby performing discharge of the each unit cell, and a charging control unit that controls switching of the second switches, thereby performing charging of the unit cells, based on voltages of the unit cells that are detected by the voltage detection unit.

Abstract: A method and a system for charging a battery in hybrid vehicles and electric vehicles are provided. An amount of energy consumption for charging a battery is calculated by taking the sum of a first amount of energy for charging a high voltage battery and a second amount of energy for use by a low voltage auxiliary system during charging. An optimal charge current for a charger is determined based on a charging option. The charging option provides a set of desired charging parameters for a charger controller. A state of charge of the battery is determined within a state of charge range. The charger controller provides a charge current to the battery. The charge current is the optimal charge current up to a maximum charge current for the state of charge range of the battery.

Abstract: A fluid pressure brake unit generates a friction braking force by supplying an operating fluid to a wheel cylinder provided to each wheel of a vehicle so as to press a brake pad against the wheel. A regenerative brake unit generates a regenerative braking force by electric power regeneration to a motor that drives the wheel. A battery collects electric power from the motor. A low-temperature determination unit determines that the temperature of the battery is low when the temperature of the battery is below a predetermined temperature range. A battery temperature increasing unit generates, when the temperature of the battery is determined to be low, a braking force to the vehicle by at least either a fluid pressure brake unit or a regenerative brake unit during acceleration of the vehicle by the motor or the engine.

Abstract: A fuel cell system and a starting method therefor are capable of setting a start-up mode which is appropriate to energy stored in a secondary battery so as to eliminate problems in starting the fuel cell system. The fuel cell system includes a fuel cell, a secondary battery which is electrically connected with the fuel cell, a secondary-battery charge-amount detection unit which detects an amount of charge in the secondary battery, and a memory which stores at least one threshold value for determining the start-up mode of the fuel cell system. Stored electric energy which corresponds to the amount of charge in the secondary battery is calculated, and a start-up mode of the fuel cell system is determined based on the electric energy stored in the secondary battery and the threshold value stored in the memory.

Abstract: A system and method for use with a vehicle battery pack having a number of individual battery cells, such as a lithium-ion battery commonly used in hybrid electric vehicles. In one embodiment, the method evaluates individual battery cells within a vehicle battery pack in order to obtain accurate estimates regarding their average transient voltage effect, open circuit voltage (OCVCell) and/or state of charge (SOCCell) so that a cell balancing process can be performed. These cell evaluations may be performed fairly soon after the vehicle is turned off and in a manner that utilizes a minimal amount of in-vehicle resources.

Abstract: A system includes an engine and a first coolant thermally coupled to the engine and circulated by a first pump; a hybrid battery pack thermally coupled to a second coolant circulated by a second pump; and an electric component thermally coupled to the second coolant. The system includes a first heat exchanger that transfers thermal energy between the first coolant and the second coolant. The system includes a second heat exchanger that transfers thermal energy between the second coolant and the auxiliary fluid stream having a temperature below a target operating temperature for the hybrid battery pack. The system includes a first bypass for the first or second coolant at the first heat exchanger, a second bypass for the second coolant or the auxiliary fluid stream at the second heat exchanger, and a component bypass for the second coolant at the hybrid battery pack or the electric component.

Abstract: Past limit electric power generation costs and past limit electric assist costs are stored as pieces of planning information, based on each of which a fuel consumption amount is estimated assuming that a vehicle travels according to a past traveling pattern. An average estimated fuel consumption amount is computed by averaging the fuel consumption amounts estimated for the pieces of planning information. The piece of planning information including the lowest average estimated fuel consumption amount is selected for the next traveling. An improvement amount during electric power generation and an improvement amount during assistance are computed based on the selected piece of planning information (limit electric power generation cost), the limit electric assist cost, and the present generating and electric assist costs required actually while the vehicle is traveling. An engine and a motor/generator of the vehicle are controlled based on the two improvement amounts.

Abstract: When an accumulated charge amount of a first slave battery reaches a preset accumulated charge amount or less, the first slave battery is set as a used secondary battery, and when a master battery and a second slave battery are connected to sides of motors, accumulated charge amount differences of the master battery and the second slave battery are respectively set as allowable discharge electric energies E1 and E3, value 0 is set as an allowable discharge electric energy E2, and a sum of these allowable discharge electric energies is set as an EV priority allowable electric energy that is an electric energy that is allowed to be discharged as a whole of the master battery, and the two slave batteries.

Abstract: A storage capacity management system includes an upper limit terminal voltage inducing part for inducing an upper limit terminal voltage which is a terminal voltage when the storage capacity of the battery is an upper limit storage capacity, a lower limit terminal voltage inducing part for inducing a lower limit terminal voltage which is a terminal voltage when the storage capacity of the battery is a lower limit storage capacity, an upper and lower limit voltage width calculating part for calculating an upper and lower limit voltage width by subtracting the lower limit terminal voltage from the upper limit terminal voltage, an intermediate voltage difference calculating part for calculating an intermediate voltage difference by subtracting the lower limit terminal voltage from a terminal voltage of the battery, an upper and lower limit voltage ratio calculating part for calculating an upper and lower limit voltage difference which is a ratio of the intermediate voltage difference to the upper and lower limit

Abstract: When an ignition key is turned ON, a control apparatus predicts the arrival time to a chargeable location (such as home). When the control apparatus determines that the expected arrival time is in the nighttime, it sets SOC control upper and lower limit values for an EV traveling-importance mode that are lower than SOC control upper and lower limit values for an HV traveling-importance mode, and controls an SOC of a battery based on the upper and lower limit values.

Abstract: A method of controlling a vehicular electrical system for a hybrid electric vehicle (HEV) includes providing a high voltage electrical system having a high power electrical energy storage device (HPD) and a power inverter that cooperate to provide power to a hybrid electric vehicle propulsion system, providing a low voltage electrical system having a low voltage power source, at least one accessory power load, and a control switch, and toggling the control switch between an opened and a closed position to isolate the low voltage system from the high voltage system when the switch is opened and to charge the HPD when the control switch is closed.

Abstract: A method of optimizing the operation of the power source of an electric vehicle is provided, where the power source is comprised of a first battery pack (e.g., a non-metal-air battery pack) and a second battery pack (e.g., a metal-air battery pack). The power source is optimized to minimize use of the least efficient battery pack (e.g., the second battery pack) while ensuring that the electric vehicle has sufficient power to traverse the expected travel distance before the next battery charging cycle. Further optimization is achieved by setting at least one maximum speed limit based on vehicle efficiency and the state-of-charge (SOC) of the first and second battery packs.

Abstract: An electricity storage control apparatus that controls an electricity storage device mounted on a vehicle includes control device that changes a target state of charge, which is used as the target of a state of charge of the electricity storage device, and calculating device that calculates an amount of decrease in voltage across the electricity storage device caused as the vehicle is operated. The control device increases the target state of charge if a decreased voltage value, which is lower than a reference voltage value of the electricity storage device by the voltage decrease amount calculated by the calculating device, is equal to or lower than a threshold.

Abstract: A vehicle propulsion system and a method of its operation are described. As one example, the vehicle propulsion system includes a plug-in hybrid electric vehicle. The method may include starting the engine responsive to different criteria, including criteria related to potential degradation effects that may occur due to excessive durations of engine off vehicle operation.

Abstract: A method of optimizing the operation of the power source of an electric vehicle is provided, where the power source is comprised of a first battery pack (e.g., a non-metal-air battery pack) and a second battery pack (e.g., a metal-air battery pack). The power source is optimized to minimize use of the least efficient battery pack (e.g., the second battery pack) while ensuring that the electric vehicle has sufficient power to traverse the expected travel distance before the next battery charging cycle. Further optimization is achieved by setting at least one acceleration limit based on vehicle efficiency and the state-of-charge (SOC) of the first and second battery packs.

Abstract: An energy management system (ESMS) includes energy storage devices coupled to a vehicle drivetrain and configured to store DC energy, a power electronic conversion system having energy ports, the power electronic conversion system comprising a DC electrical converters, each DC electrical converter configured to step up and to step down a DC voltage, wherein each of the energy ports is coupleable to each of the energy storage devices and each of the energy ports is coupleable to an electrical charging system. The EV includes a controller configured to determine a voltage of each energy port having either an energy storage device or a DC electrical charging system coupled thereto, and electrically connect a first energy port to a second energy port such that at least one of the DC electrical converters either steps up or steps down an input DC voltage based on the determined voltage of each energy port.

Abstract: A contact array arrangement which both receives charging current for charging batteries of a battery pack, and which also breaks the parallel charging contact position (contact configuration in which individual batteries of the battery pack are charged in parallel) then reestablishes series connection of the batteries when a charge electrode array is urged against the contact array arrangement and when the charge electrode array is removed. A cover covering the contact array may be connected by throughbolts to a support supporting series connection contacts such that depressing the cover by imposing a downward force (e.g., the weight of a charge electrode array), moves the series connection contacts out of contact with those contacts receiving charge current. Springs return the series connection contacts to the series condition. Charge conductors fixed to the contact array pass through or by the series connection such that a very compact device results.

Abstract: A system and method for estimating parameters of a rechargeable energy storage system during a plug-in charge mode include reading a first measured voltage and a measured current from the rechargeable energy storage system while charging the rechargeable energy storage system during a plug-in charge mode, interrupting the charge to stop current flow to the rechargeable energy storage system for a predetermined period of time, reading a second measured voltage during the charge interrupt, calculating a resistance based on the first measured voltage, the second measured voltage and the measured current, calculating an open circuit voltage of the rechargeable energy storage system based on the resistance, the second measured voltage, the measured current and determining the state-of-charge for the rechargeable energy storage system using the open circuit voltage.

Abstract: A circuit that detects if contacts in an HV contactor have been welded or stuck closed. The circuit includes a controller that generates a short duration pulse signal that closes a driver switch and allows current flow through a coil in the HV contactor. The current flow is converted to a voltage by a sensor, where the voltage is received by the controller. The controller uses the voltage, such as by comparing the voltage to a stored representative voltage of the coil current for when the HV contactor is open, to determine whether the HV contactor is closed, and possibly welded or stuck closed, or partially closed. The sensor can be the driver switch or another device, such as a resistor.

Abstract: A control method for a lithium ion secondary battery includes performing a charging step of charging the lithium ion secondary battery with a predetermined quantity of electricity when the battery voltage of the lithium ion secondary battery has decreased to a lower limit battery voltage that is set at a value that falls within a range higher than (B?C) V and lower than or equal to (B?C+0.2) V where a maximum value of a positive electrode potential of a flat portion in a discharge positive electrode potential curve is B (V) and a negative electrode dissolution potential is C (V). It is possible to suppress a dissolution of a negative electrode current collector of the lithium ion secondary battery to prevent the service life of the lithium ion secondary battery from shortening because of an internal short circuit.

Abstract: Vehicle alignment for inductive charging includes a control system and logic configured to execute on the control system. The logic is configured to define a first orientation for a first antenna and a second antenna, which are disposed on a vehicle. The logic is also configured to define a second orientation specifying a location of a vehicle charging device disposed on the vehicle relative to the first and second antennae. The logic is further configured to determine a location of an inductive charging device relative to the vehicle by performing triangulation analysis using data from the first and second orientations in conjunction with signals received from the first and second antennae. The logic is also configured to calculate a direction to the location using voltage values from the signals, such that movement of the vehicle in the direction brings the vehicle charging device closer to the inductive charging device.

Abstract: An apparatus and method for improving use efficiencies of lead-acid batteries, and more particularly to 12V external lead-acid batteries used in vehicles of all types, load-leveling installations, and backup power applications. A method includes the steps of: a) determining a state of charge (SOC) for a lead-acid battery; b) comparing the SOC against a predetermined charge zone, the charge zone having an upper bound no more than about 90% maximum charge and more preferably no more than about 85% maximum charge and the charge zone having a lower bound no less than about 70% maximum charge and more preferably no less than about 75% maximum charge; and c) maintaining a charge of the lead-acid battery wherein the SOC is within the charge zone.

Abstract: A malfunction diagnosis system includes: a malfunction diagnosis section that performs a malfunction diagnosis for an on-board device of an electric vehicle when supplied with electric power from either an electric storage section or an external power source; a malfunction diagnosis request section that requests the malfunction diagnosis section to carry out malfunction diagnosis; an external power source connector that supplies electric power from the external power source; and an external power source connection determination section that determines whether the external power source connector is connected to the external power source. The malfunction diagnosis request section changes at least either the number of times that the malfunction diagnosis section is requested to carry out malfunction diagnosis or the period of time the malfunction diagnosis section is requested to carry out malfunction diagnosis depending whether the external power source connector is connected to the external power source.

Abstract: A method for controlling charging and discharging of a battery pack for an electric or hybrid vehicle to prevent overheating damage. Current flowing into or out of the battery pack is monitored, and root mean square (RMS) current is integrated over a time window and compared to a threshold to determine if power needs to be regulated in order to prevent damage to the cells in the battery pack. If the time-integrated RMS current exceeds the threshold, a closed-loop proportional-integral (PI) controller is activated to regulate power input or output. The controller will continue to regulate power until the time-integrated RMS current drops below the threshold. Various thresholds can be defined for different time windows. The gains used in the PI controller can also be adjusted to scale the amount of power regulation.

Abstract: A by-pass circuit for a battery system that disconnects parallel connected cells or modules from a battery circuit or controls the current through the parallel connected cells or modules. If a cell has failed or is potentially failing in the system, then the by-pass circuit can disconnect the cell or module from other cells or modules electrically coupled in parallel. If a cell or module has a lower capability than another cell or module, then the by-pass circuit can control the current to the cell or module to maximize the performance of the system and prevent the system from creating a walk-home condition.

Abstract: An electric vehicle is provided. A driver can remotely monitor battery charging associated operations and control a necessary function, thereby improving convenience of the driver of the electric vehicle.

Abstract: A control apparatus for an electric railcar includes an inverter that exchanges power with an AC rotating machine, a filter capacitor connected in parallel to a DC side of the inverter, a filter reactor provided between the filter capacitor and an overhead line, an overhead line voltage measuring instrument that measures a voltage value of the overhead line, a voltage increase detection unit that senses an amount of voltage increase occurring when, with an overhead line voltage being supplied, the overhead line voltage goes beyond a reference voltage value and rises at a rate equal to or higher than that by a predetermined time constant.

Abstract: A method that considers battery capacity for providing cell balancing for battery cells in a battery pack. The method includes providing a current state-of-charge for each battery cell in the battery pack for a current time frame and a previous state-of-charge for each battery cell in the battery pack from a previous time frame. The method also includes subtracting the current state-of-charge from the previous state-of-charge for each battery cell to generate a cell delta state-of-charge for each cell and providing an average cell delta state-of-charge of the cell delta state-of-charges for all of the cells. The method also includes dividing each cell delta state-of-charge by the average cell delta state-of-charge to provide a relative cell delta state-of-charge for each cell and dividing the current state-of-charge by the relative cell delta state-of-charge for that cell to generate a capacity adjustment state-of-charge that identifies the capacity of the cell.

Abstract: A method for idle charging of a hybrid vehicle according to an exemplary embodiment of the present invention may include: detecting an SOC of a battery and entering times to an idle charge control state; changing an entering point and a releasing point of the idle charge control according to a number of entering times to the idle charge control state for a predetermined period; performing idle charging by forcibly starting an engine when the SOC of the battery reaches the entering point of the idle charge control; and stopping the engine when the SOC of the battery reaches the releasing point of the idle charge control state as the idle charge is performed.

Abstract: A vehicle includes first and second battery packs having respective first and second banks of contactors. The packs are wired in electrical parallel. A propulsion system is driven using electrical power from the packs. A controller determines which pack has the highest state of charge (SOC), and balances the SOC of the packs by controlling an open/closed state of the contactors. Contactors open to disconnect the pack having the highest SOC, and close again when a voltage difference between the packs is approximately zero. A system for use in the vehicle includes the packs, contactors, and controller. A method for controlling power flow in the vehicle includes determining which pack has the highest SOC, opening designated contactors during a near zero current event to disconnect the battery pack having the highest SOC, and closing the designated contactors when a voltage difference between the packs is approximately zero.

Abstract: The correction coefficient ? is set such that, when the atmospheric pressure Pa is lower than the threshold pressure Paref, the maximum dischargeable electric power of the battery is made smaller than it is when the atmospheric pressure Pa is equal to or higher than the threshold pressure Paref (S120, S220). Then, the maximum dischargeable electric power Wout of the battery is calculated by multiplying the basic maximum dischargeable electric power Woutb by the correction coefficient ? (S140), and the engine and the two motors are controlled such that the required vehicle torque Tr* is produced to propel the hybrid vehicle without discharging electric power from the battery beyond the maximum dischargeable electric power Wout (S150-S210). As such, an excessive decrease in the charge level SOC of the battery can be prevented even when the hybrid vehicle is running in an area where the atmospheric pressure is low, such as high-altitude areas.

Abstract: An electric vehicle suppresses the discharge of an auxiliary battery for supplying electric power to a control circuit for controlling a charging process while performing timer-charging. When the charging start timing set by a user comes after specified elapsed time, the power supply from an internal power supply circuit 35 to a CPU 36 etc. is stopped until the power supply is started from a charging station 12 to an electric vehicle 13. When the stopped power supply is started, the power supply from the internal power supply circuit 35 to the CPU 36 etc. is resumed.

Abstract: A drive condition, which is used to determine a SOC management plan, is collected from each of road sections and is cumulatively memorized in a durable memory medium. When a remaining charge amount of a battery reaches a lower limit standard value or an upper limit standard value at a certain location, a candidate control section is defined around and includes such point. The candidate control section is defined to extend a predetermined distance forward and backward from such point. The drive conditions stored for the candidate control section are used to determine the SOC management plan that controls the remaining charge amount of the battery to be controlled within a standard range. When the vehicle enters the candidate control section, the drive control of a power source in the vehicle is performed according to the SOC management plan for the candidate control section.

Abstract: At the time of charging a power storage device from a commercial power supply, electric power from the commercial power supply is applied to a neutral point of each of first and second motor generators. A rotation preventing control unit (222) determines one phase to be subjected to switching control in the first inverter, based on a rotation angle (?1) of the first motor generator. Further, rotation preventing control unit (222) calculates torque generated in the first motor generator, generates a torque control value for canceling out the torque, and outputs the value to a phase voltage operating unit (214) for motor control.