Abstract: Systems, devices, methods and programs for reducing emissions from engines are provided. For example, one system for reducing emissions from engines comprises a heating controller coupled to an energy storage device (ESD). The heating controller is configured to control a heating element to heat one or more components of an after-treatment system using energy from the ESD under a first condition and to control the heating element to stop heating the one or more components of the after-treatment system when a second condition is satisfied. Additionally, another system for reducing emissions from engines comprises a controller detecting a decrease in a demanded torque from an engine and an ISG. The controller is then configured to operate a clutch to disengage the engine from the ISG, if after removing fuel from the engine, the sensed speed of the engine is above a threshold.

Abstract: This specification describes a power distribution system comprising a first section that receives power from a first source. The power at the first section is adjusted by a rectifier coupled to a power bus of the first section. The system includes a second section that is separate from the first section and that receives power from a second source. The power at the second section is adjusted by a rectifier coupled to a power bus of the second distribution section. The system includes a swing rectifier connected to each of the first and second sections. The swing rectifier is configured to provide power to the first power bus and to the second power bus and to dynamically adjust the power capacity of the first section that is available to computing loads, and to dynamically adjust the power capacity of the second section that is available to computing loads.

Abstract: A system and a method for preventing instability of a vehicle due to regenerative braking of a rear, may include a first controller configured of distributing braking torque of front and rear wheels for a deceleration level according to a basic regenerative braking distribution ratio on a regenerative brake map on the basis of a driver demand braking amount, and configured of previously reducing a rear-wheel regenerative braking torque of the rear wheel to a first reference value or less than the first reference value in an adjustment section between first and second deceleration; and a second controller connected to the first controller and configured of further reducing the rear-wheel regenerative braking torque to transmit it to the first controller, if a wheel slip value is greater than a reference slip value according to vehicle driving information during braking of the vehicle.

Abstract: Presented are hybrid electric vehicle (HEV) powertrains and control logic for vehicle response management, methods for making/operating HEV powertrains, and motor vehicles equipped with HEV powertrains. A method of controlling a hybrid powertrain includes receiving data indicative of a motor speed of a traction motor and torque commands for the motor, an engine, and an engine disconnect clutch (EDC). A vehicle controller uses a state observer module to estimate a jerk response based on the motor speed, and determines if the EDC is in a torque-transmitting active state. Responsive to the EDC being in the active state, the controller calculates an incremental feedback control signal that is predicted to reduce the estimated jerk based on the engine, motor, and clutch torque commands. One or more torque command signals are transmitted to the engine, motor and/or EDC to modulate a torque output thereof based on the incremental feedback control signal.

Abstract: A device for detecting battery abnormality, a battery system, and a terminal device are provided. The device includes a voltage-sudden-change detecting circuit, a current detecting circuit, and an abnormality detecting unit. The voltage-sudden-change detecting circuit is configured to detect whether a sudden change in voltage has occurred to a battery and output a sudden-change signal when the sudden change in voltage has occurred. The current detecting circuit is configured to detect a consumption current of the battery and output a small-current signal when the consumption current of the battery is smaller than a preset current threshold. The abnormality detecting unit is coupled with the voltage-sudden-change detecting circuit and the current detecting circuit, and configured to determine that the battery is abnormal upon reception of the sudden-change signal and the small-current signal, store state information on battery abnormality, and send the state information to a controller of a terminal device.

Abstract: A powertrain system includes an internal combustion engine, an electric motor, a battery and a control device. The control device is configured to: execute a control input determination processing to solve an optimization problem that minimizes a fuel consumption amount mf during the control time period while taking dynamics of a charging rate SOC as a constraint, and thereby calculate one or more control input values; and execute a system control processing. The control input determination processing includes: a co-state variable determination processing to update a co-state variable p for each time step while using, as an initial value thereof, a final value or an average value thereof during the last control time period; and a control input calculation processing to use the determined co-state variable p and search for and calculate, for each time step, the one or more control input values that minimize an Hamiltonian H.

Abstract: A vehicle includes a battery, an electric machine, a rotor position sensor, an inverter, and a controller. The electric machine is configured to propel the vehicle. The electric machine has a stator and a rotor. The inverter is disposed between the battery and the electric machine. The inverter is configured to convert DC electrical power from the battery into AC electrical power. The inverter is configured to deliver the AC electrical power to the electric machine. The controller is programmed to adjust the offset position of the rotor position senor and control the torque of the electric machine based on the offset position of the rotor position sensor.

Abstract: A control system for reducing drive shaft vibration of an environment-friendly vehicle includes: a drive shaft speed extraction unit that extracts an actual drive shaft speed of a motor and extracts a drive shaft speed from which a forced vibration component that is to be transferred by an engine to the drive shaft is removed; a model speed computation unit that calculates a model speed of the drive shaft; a free vibration computation unit that computes a free vibration component on the basis of deviation between the drive shaft speed and the calculated model speed; and a first torque computation unit that calculates, from the free vibration component, a free vibration reduction compensation torque for reducing the drive shaft vibration.

Abstract: An estimation device that estimates the SOC of an energy storage device includes a current measurement unit, an estimation unit, and a change unit, in which the estimation unit executes an estimation process for estimating the SOC of the energy storage device by integrating a current measured by the current measurement unit, and a correction process for charging, when a predetermined correction condition is reached, the energy storage device to full charge or the vicinity thereof, and correcting an error in the estimated SOC value, and the change unit changes the correction condition according to a state of the energy storage device.

Abstract: The invention relates to a device (64) for controlling and assisting the charge levelling of a battery module (2), for cooperating with a charge cable (3) and a charge monitoring cable (4) selected such that they are compatible with said battery module. Said device (64) includes means for recognising and identifying said charge cable (3) and said charge monitoring cable (4) in a connection configuration, and means for supplying recognition and identification data; means for storing and querying a library of correspondence and compatibility between said battery modules and said cables (3, 4) compatible with each of said battery modules; comparison means for comparing recognition and identification data supplied by said recognition and identification means with the data stored in said library of correspondence and compatibility, and means for supplying a comparison result; and display and/or notification means activated by said comparison means.

Abstract: Embodiments herein described a replaceable recharge cartridge that is coupled between a charge port of a robot and a charging station. Instead of mating the charging station directly to the charge port in the robot, the recharge cartridge can instead be inserted into the charge port and serves as an interface between the robot and the charging station. As such, the wear and tear occurs on the recharge cartridge rather than the charge port of the robot. In one embodiment, the recharge cartridge is magnetically attached to the charge port for easy installation and removal. The recharge cartridge includes a ferrous slug that is attracted to a permanent magnetic disposed in the charge port. The magnetic attraction between the permanent magnetic and the ferrous slug aligns and connects the recharge cartridge to the charge port.

Abstract: The disclosed computer-implemented method may include improving safety in operating personal mobility vehicles. The method may track and/or control personal mobility vehicles associated with dynamic transportation networks. The method may improve safety related to PMV operation by taking advantage of the various sources and types of information related to PMV operation that are available in the dynamic transportation network. Other methods, systems, and computer-readable media are disclosed.

Abstract: A vehicle includes a battery connecting module and a processor. The battery connecting module is configured to couple to at least one rechargeable battery. The processor is configured to: determine whether the battery module is coupled to a charging device; in response to the battery module being coupled to the charging device, transmit a permission request to a server; and in response to receiving a charging permission corresponding to the permission request from the server, allow the at least one rechargeable battery to be charged by the charging device.

Abstract: Provided herein are systems and methods of regulating vehicle powertrains in electric vehicles using driving patterns. A vehicle control unit (VCU) can be disposed in the electric vehicle. The VCU can maintain operation profiles. Each operation profile can specify a set of regulation parameters to be applied to the vehicle powertrain for motion measurement and an engine measurement identified as associated with an environmental condition. The VCU can compare the motion measurement and the engine measurement acquired from the sensor with the motion measurement and the engine measurement specified by an operation profile. The VCU can select an operation profile based on the comparison. The VCU can identify the set of regulation parameters for an environmental condition specified by the operation profile. The VCU can apply the set of regulation parameters to the vehicle powertrain to control the propulsion of the electric vehicle in accordance with the operation profile.

Abstract: A driving torque command generating apparatus and method of an eco-friendly vehicle are provided. The apparatus and method obtain rapid reaction and response of the vehicle in response to a driving input while effectively reducing NVH problems caused by torsion and backlash of a drive system even during a significant change in driving force caused by the driving input. Torsional state information of a vehicle drive system is obtained from input information regarding a motor speed and a wheel speed detected by a motor speed detector and a wheel speed detector. A motor torque command is generated based on a driving input value input by a driving input value detector and the obtained torsional state information.

Abstract: The vehicle control device includes a speed calculation unit, a speed estimation unit, a motion feedback calculation unit, and a slip estimator. The speed calculation unit calculates a speed in a predetermined direction of a vehicle on the basis of a feature quantity. The speed estimation unit estimates a speed in the predetermined direction on the basis of a speed or acceleration detected by a motion detector. The motion feedback calculation unit performs feedback calculation in which a value obtained, through a proportional gain, from a deviation between a calculation speed calculated by the speed calculation unit and an estimation speed estimated by the speed estimation unit, is added to the feature quantity. The slip estimator compares the calculation speed with the estimation speed, and estimates that the vehicle is in a slip state in the predetermined direction, when the estimation speed exceeds the calculation speed.

Abstract: A method and a circuit arrangement for unlocking a charging plug in an emergency designed for a charging station for charging an electric energy storage of an electric vehicle, having a locking mechanism activated by an electric-motor drive unit. An emergency unlocking controller is a self-sufficient functional block in conjunction with a step-up converter for supplying the electric-motor drive unit with power, the input voltage of the step-up converter stepped up to the nominal voltage of the electric motor. A microcontroller controls and monitors the electric-motor drive unit and the step-up converter and for communicating with a superordinate locking controller generally disposed in the charging station. The step-up converter allows nearly the entire electric energy stored in the storage capacitor connected upstream of the step-up converter to be supplied to the electric-motor drive unit, whereby the motor can be operated at its required nominal voltage.

Abstract: Examples described herein provide a rotary system that includes a rotor having an axis of rotation, a position sensor to measure an angular position of the rotor with respect to the axis of rotation, and a processing system to perform operations. The operations include receiving an output from the position sensor, the output being a measure of an angular position of the rotor with respect to the axis of rotation. The operations further include generating, based on the output from the position sensor, an error signal, an estimated angular velocity, and an estimated position. The operations further include performing a position sensor harmonic adaptation based at least in part on the error signal, the estimated angular velocity, and the estimated position to generate adaptation coefficients. The operations further include performing a position sensor harmonic compensation based on the adaptation coefficients and the estimated position to generate a difference in position.

Abstract: In a method and a device for detecting anomalies in data in data traffic across a communication network in a vehicle, the device encompasses a plurality of hardware interfaces and a monolithic coupling element designed for transmitting data arriving at one of the hardware interfaces in a data packet via at least one of the hardware interfaces and analyzing the data packet or a copy of the data packet for a detection of anomalies in the data of the communication network or of a subsystem of the communication network connected to one of the hardware interfaces.

Abstract: If the destination has not been input, it is judged whether the present location is on the expressway (step S32). If the judgement result of the step S32 is positive, it is judged whether or not the actual SOC is less than or equal to the threshold TH2 (step S34). If the judgement result of the step S34 is positive, the restoring control is executed (step S36). Subsequent to the step S34 or S36, it is judged whether or not the vehicle is still on the expressway (step S38). If the judgement result of the step S38 is positive, it is judged whether or not the actual SOC is greater than or equal to the SOC_T2 (step S42). If the judgement result of the step S42 is positive, the maintaining control is executed (step S44).

Abstract: The disclosure provides a driving force applied position estimation system that can accurately estimate an applied position of a driving force from an occupant. A measurement system includes a six-axis force sensor provided in a wheelchair, a rotation angle recognition part which recognizes a rotation angle of the six-axis force sensor, and a COP estimation part which estimates a COP that is the applied position of the driving force from the occupant to the wheelchair. The COP estimation part estimates the COP based on a translational force and a moment detected by the six-axis force sensor and based on the rotation angle recognized by the rotation angle recognition part to improve estimation accuracy of the COP estimation part and measurement accuracy of the measurement system.

Abstract: A control system for a hybrid vehicle. The system comprises a controller configured to cause a net negative drive torque to be applied by an engine or an electric machine of the vehicle to the input shaft of a transmission in a direction opposing travel of the vehicle to effect braking, determine when a transmission gear shift is about to occur requiring a non-negative torque to be applied at the input shaft, and when the gear shift is about to occur, temporarily cause a net non-negative drive torque to be applied to the input shaft by causing the electric machine to apply a positive drive torque to the input shaft to compensate for negative torque applied by the engine, and cause brake force to be applied by a braking system to compensate for a reduction in negative drive torque applied to the input shaft, while the gear shift occurs.

Abstract: With the object of preventing deterioration due to the temperature when charging a secondary battery, a configuration is such that currents are controlled so as to be caused to flow equally through the respective phases of three-phase coils of a second group which configure an AC rotary machine body, whereby a large current is caused to flow for a short time, causing the secondary battery to rise in temperature, even when the AC rotary machine body is in a state of rest.

Abstract: A railcar control device controls a plurality of traction motors included in a train set. The railcar control device includes: a control command input portion to which a control command is input; and a torque command determining portion configured to determine torque commands with respect to a plurality of traction motors such that when a required torque based on the control command input to the control command input portion is less than a maximum value, a torque of a specific traction motor among the plurality of traction motors is made lower than a torque of a different traction motor other than the specific traction motor.

Abstract: Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: identify a vehicle acceleration; estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that an engine speed and the average torque output by the engine are constant, to set the countertorque such that, as the absolute value of the vehicle acceleration becomes smaller, the absolute value of the countertorque becomes larger.

Abstract: A vehicle control method in a hybrid electric vehicle including an internal combustion engine, a battery, an electric motor, and a control unit. The method includes estimating an estimated vehicle velocity trajectory, estimating an initial engine power trajectory, simulating state of charge of the battery with the vehicle velocity trajectory and the initial engine power trajectory, estimating an initial terminal co-state value, simulating backward co-state dynamics using the state of charge and vehicle velocity trajectory, to obtain a resulting co-state trajectory. The co-state trajectory is used to solve a minimization control and propagate state of charge dynamics forward in time. The method includes updating control and the co-state trajectory, adjusting the terminal co-state value, and controlling a usage of the battery and the internal combustion engine. The method can be performed to optimize the engine power trajectory to minimize fuel consumption in real time.

Abstract: A method for operating a drive train of a motor vehicle may include, for a starting process of an internal combustion engine, transferring the separating clutch from a disengaged condition into an engaged condition or a slip state such that the electric machine accelerates the internal combustion engine to a starting speed. The method may further include actuating a torque-transmitting element between the electric machine and the output shaft to enter a slip state. The method may also include increasing the torque of the electric machine to reliably reach and hold the slip state of the torque-transmitting element. Additionally, the method may include operating the electric machine as a generator or as a motor depending on an expected load direction of the drive train during the starting process to reliably reach and hold the torque-transmitting element in the slip state.

Abstract: One general aspect includes a system to restrict vehicle operations, the system including: a memory configured to include one or more executable instructions and a processor configured to execute the executable instructions, where the executable instructions enable the processor to carry out the following steps: receiving a vehicle-occupant credential; determining whether the vehicle-occupant credential triggers an operation constraint; and when the operation constraint is triggered, restricting a vehicle from operating in an autonomous driving mode.

Abstract: A damping control device for an electric vehicle including a motor and a transmission in a drive system between the motor and a drive wheel includes a detector, a bandpass filter, first to third calculators, and a controller. The detector detects a rotation speed of the motor. The bandpass filter passes a vibration component included in the detected motor rotation speed, in a resonance frequency band of the drive system. The first calculator calculates a damping torque for damping resonance of the drive system with a motor torque, based on the passed vibration component. The second calculator calculates, as a damping torque offset value, an average value of the calculated damping torque for a predetermined time. The third calculator calculates a target damping torque. The controller controls a drive state of the motor.

Abstract: It is provided a control device for a hybrid vehicle including a controller configured to control an engine, a first motor, and an automatic transmission and a control method of the hybrid vehicle. The controller is configured to determine whether or not an operation state of the engine is changeable, when an upshift of the hybrid vehicle is performed, decrease torque of an input shaft of the automatic transmission by outputting negative torque acting to decrease the torque of the input shaft of the automatic transmission from the first motor when a prohibition condition that the operation state of the engine is not changeable is established, and decrease engine torque output from the engine to decrease the torque of the input shaft of the automatic transmission to be decreased accompanied by the upshift when the prohibition condition is not established and the operation state of the engine is changeable.

Abstract: According to a control method for a hybrid vehicle that is caused to run by a drive motor as a load being supplied with electric power of a battery and electric power generated by an electric generator, a total distance to empty is calculated on the basis of a shortage of a generating power output of the electric generator with respect to a required running power output and an amount of charge remaining in the battery. Specifically, a length of time for which the shortage of the generating power output of the electric generator with respect to the required running power output is covered by the amount of charge remaining in the battery is calculated, and a distance that the hybrid vehicle can run for this length of time is set as a total distance to empty.

Abstract: A hybrid vehicle includes an engine, battery, electric machine, and controller. The engine is configured to propel the vehicle. The electric machine is configured to draw energy from the battery to propel the vehicle and to recharge the battery during regenerative braking. The controller is programmed to, in response to operation of the electric machine to propel the vehicle while the vehicle is in a nominal vehicle operation mode and depletion of a battery charge to a nominal value, terminate operation of the electric machine and propel the vehicle via the engine. The controller further is programmed to, in response to operation of the electric machine to propel the vehicle while the vehicle is in a reserve vehicle operation mode and depletion of the battery charge to a reserve value that is greater than the nominal value, terminate operation of the electric machine and propel the vehicle via the engine.

Abstract: Aspects of the disclosure provide for generation of trajectories for a vehicle driving in an autonomous driving mode. For instance, information identifying a plurality of objects in the vehicle's environment and a confidence value for each of the objects is received. A set of constraints may be generated. That one or more processors are unable to solve for a trajectory given the set of constraints and an acceptable braking limit may be determined. A first constraint is identified as a constraint for which could not be solved and a first confidence value. That the vehicle should apply a maximum braking level is determined based on the identified first confidence value, a threshold, and the determination that the one or more processors are unable to solve for a trajectory. Based on the determination that the vehicle should apply the maximum braking level, the maximum braking level is applied.

Abstract: A vehicle includes: a battery; a motor-generator configured to be coupled to a wheel; a power converter configured to convert and supply, to the motor-generator, power of the battery and to convert and feed back, to the battery, power generated in the motor-generator in response to rotation of the wheel; an SOC deriving unit configured to derive a state-of-charge of the battery; a battery temperature sensor configured to detect a temperature of the battery; and a switching controller configured to derive, based on the state-of-charge and the temperature, a number of revolutions for switching at which switching between servo-off control and zero-torque control is performed, and to perform the servo-off control if a number of revolutions of the motor-generator is equal to or lower than the number of revolutions for switching and perform the zero-torque control if the number of revolutions is higher than the number of revolutions for switching.

Abstract: A vehicle includes an engine including a crank shaft; a battery; a belt-integrated starter generator (BISG) mechanically coupled to the crank shaft and configured to generate electric power from motion of the engine to charge the battery; and a controller configured to operate the BISG to apply a load to the crank shaft to slow the engine and capture electric power for storage in the battery, wherein an initial magnitude of the load is proportional to a temperature of the engine, responsive to a speed of the BISG or engine achieving a predetermined non-zero threshold, remove the load from the crank shaft, and bring the engine to a stop.

Abstract: An electric motorcycle includes a transmission gear set mounted in a gearbox housing and having a power input shaft inserted through a middle block of the gearbox and a power input pulley mounted on the power input shaft, an electric motor mounted on one side of the middle block and having a motor pulley mounted on the motor shaft thereof, and a transmission belt coupled between the motor pulley and the power input pulley for enabling the electric motor to rotate the power input shaft of the transmission gear set through the transmission belt, a gear shift pedal and a gear shift axle for gear shifting, and a speed output chain gear mounted on an output shaft of the transmission gear set and driven by the output shaft to rotate the rear wheel of the electric motorcycle through a chain.

Abstract: To provide a correction method of resolver correction device and resolver correction device that can reduce rotation angle (the rotation speed) detection error caused by resolver. An excitation signal supply circuit supplies an excitation signal of an excitation frequency to the resolver during a normal operation, for supplying the excitation signals of a plurality of frequencies including the excitation frequency to the first phase shifter or the second phase shifter during a calibration operation. A shift amount searching circuit searches the first shift amount setting value for each frequency of the excitation signal such that the first shift amount becomes 45 degrees, and the second shift amount setting value for each frequency of the excitation signal such that the second shift amount becomes 135 degrees, while referring to the detection result of the phase difference detection circuit during the calibration operation, and stores in the correction table.

Abstract: A vehicle control device aims to ensure more appropriate self-driving based on circumstances around its own vehicle. The vehicle control device controls an engine and a motor such as to drive the vehicle with changing over between motor drive without operation of the engine and hybrid drive with operation of the engine. In the motor drive in a self-driving mode where the vehicle is driven independently of a driver's accelerating or decelerating operation, the vehicle control device maintains the motor drive when an other vehicle condition is not met, where the other vehicle condition is a condition that any other vehicle is present in a predetermined distance at least either ahead of the own vehicle or behind the own vehicle, while allowing for a shift to the hybrid drive when the other vehicle condition is met.

Abstract: A shift range control device for a shift range switching mechanism that is rotatably coupled with a shift actuator and includes a rotation member having multiple recesses and a locking portion rotationally positioning the rotation member by being locked to one of the multiple recesses, controls a motor of the shift actuator to switch a shift range. The shift range control device includes: an angle acquisition unit that acquires a rotation angle of an output shaft of the shift actuator; a valley position learning unit that performs valley position learning for learning, as a valley position, the rotation angle of the output shaft; and a temperature acquisition unit that acquires an environmental temperature.

Abstract: A vehicle control method may include determining by a controller, a state of a brake pedal wherein a controller is configured to determine during performing an SSC control mode whether a brake pedal is in an ON state; determining, by the controller, overlap of control modes wherein when it is determined in the determining by a controller, a state of a brake pedal that the brake pedal is in the ON state, the controller is configured to determine whether conditions for performing an extended ISG control mode are satisfied; and converting, by the controller, a control mode wherein when it is determined in the determining, by the controller, overlap of control modes that the conditions for performing the extended ISG control mode are satisfied, the controller terminates the SSC control mode being performed and converts the current control mode to the extended ISG control mode.

Abstract: Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that an engine speed is constant, to set the countertorque such that, as the average torque output by the engine becomes larger, the absolute value of the countertorque becomes larger.

Abstract: A vehicle includes an engine, a continuously variable transmission, and a controller. The controller, responsive to a request to manually shift the continuously variable transmission and the engine being on, operates the continuously variable transmission atone of a predetermined number of discrete ratios such that a speed of the engine changes by at least a predetermined amount.

Abstract: A vehicle includes a thermal energy management system with first and second thermal fluid loops. The first thermal fluid loop includes a coolant pump configured to circulate a coolant through a vehicle battery and a chiller. The second thermal fluid loop is configured to circulate a refrigerant through the chiller, a compressor, and at least one condenser. The controller is configured to control the thermal energy management system according to a passenger compartment cooling mode and a battery cooling mode. In the passenger compartment cooling mode the compressor is operated at a first power setting. In the battery cooling mode the compressor is operated at a second power setting and the chiller is controlled to transfer thermal energy from the first thermal fluid loop to the second fluid thermal loop. The second power setting is less than the first power setting.

Abstract: A control device for a vehicle includes a drive shaft, an engagement element, an engine coupled via the engagement element, an electric motor coupled without via the engagement element, and a control unit that instructs a reengagement of the engagement element when an accelerator pedal opening increases to equal to or more than a predetermined degree of opening during switching of driving sources in which an engagement capacity of the engagement element is decreased while a torque of the electric motor is increased, and increases the torque of the electric motor to more than the torque of the electric motor before the accelerator pedal opening increases to equal to or more than the predetermined degree of opening until the engagement capacity of the engagement element starts increasing.

Abstract: A motor-driven vehicle includes a power storage device, a charging inlet, a voltage conversion device, a first power line connected the charging inlet and a first node, a second power line connected the charging inlet and a second node, and a switching relay configured to switch between a first state and a second state. The first state is a state in which the charging inlet is connected to the power storage device via the first power line without passing through the second power line is connected to the power storage device via the second power line without passing through the first power line.

Abstract: Provided is an information processing device, etc., that provides information which is the basis for quick detection of abnormalities that occur in a device. An information processing device calculates a degree of suitability between observation information and prediction information, the observation information observed for a system suffering an effect from an certain device, the prediction information predicted in accordance with a model for a state of the system; and calculates a difference between manipulation amount to the certain device and predictive manipulation amount predicted for the manipulation amount based on the model, the difference being a difference in case that the degree satisfies a predetermined calculation condition.

Abstract: Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under the condition that the average torque output by the internal combustion engine is constant, to set a negative control gain such that, as an engine speed becomes higher, the absolute value of the control gain becomes smaller, and then to set the countertorque based on a product of the estimated torque fluctuation component and the control gain.

Abstract: A lubricant supply for a powertrain in an electrically driven motor vehicle has a hydraulic oil pump, which can be driven by a drive actuator, a lubricant supply point and a lubricant reservoir. The hydraulic oil pump can generate a first lubricant volume flow from the lubricant reservoir to the lubricant supply point and a second lubricant flow volume from the lubricant supply point or an additional lubricant supply point in the lubricant reservoir. The drive actuator is an electric motor. The lubricant supply point is arranged in a traction motor with a rotor shaft and a motor housing. The additional lubricant supply location is disposed in a traction transmission. The lubricant supply points can be supplied with lubricant by way of the first lubricant volume flow.

Abstract: A power management apparatus is provided with a power supply control unit for controlling the supply of power from a system to a facility load. In a state in which a storage cell mounted in a vehicle is electrically connected to the system, the power supply control unit acquires information relating to the storage cell status, and on the basis of the information and vehicle operation input, supplies power stored in the storage cell to at least one of the system and the load.

Abstract: A control system for a charging control network may include a primary server system that applies a control process to an Electric Vehicle Supply Equipment (“EVSE”), a secondary server system that applies a monitoring process to the EVSE, and a mediator system that maintains a virtualized connection there-between. The mediator system may: in response to receiving a first request from the EVSE, selectively route the first request to one or more server systems based on predetermined rules; in response to receiving at least one first reply, selectively route only one of the at least one first reply to the EVSE; in response to receiving a second request from one of the server systems directed toward the EVSE, route the second request to the EVSE; and, in response to receiving a second reply to the second request, route the second reply to the server system that transmitted the second request.