Abstract: The invention relates to a powertrain for a vehicle. The powertrain comprising: at least one propulsion unit; a transmission connected to the at least one propulsion unit; a propeller shaft connected to the transmission, and at least one drive shaft of a rear axle, which at least one drive shaft is connected to the propeller shaft, so that the propeller shaft extends between the transmission and the at least one drive shaft. The at least one propulsion unit is arranged in a position between the transmission and the rear axle in a longitudinal direction of the vehicle. The invention also relates to a vehicle.

Abstract: A motor controller for controlling a motor that is driven with electric power from a battery includes an atmospheric pressure sensor, and a coil temperature sensor. The motor controller is configured to determine an upper limit state of charge of the battery, and lower the upper limit state of charge of the battery in response to the atmospheric pressure being a predetermined pressure or lower or in response to the coil temperature being a predetermined temperature or higher.

Abstract: A regenerative braking control device for an electronic four-wheel drive vehicle, may improve fuel efficiency through a regenerative braking control optimized for the electronic four-wheel drive vehicle.

Abstract: A device for calibrating two electric motors mounted on one axle in two-axle motor vehicles includes at least one electronic control unit configured to check whether predefined conditions for a switchover from torque control to rotational speed control are met. If met, the at least one electronic control unit is configured to switch to rotational speed control for a predefined period of time. A torque-dependent characteristic map with correction values is created on the basis of this difference. The target torques are corrected by the correction values during torque control after rotational speed control has been deactivated.

Abstract: The invention relates to a method for ascertaining the backlash (40) of a gear (24) which is coupled to an electric machine (12) of a vehicle which has at least one electric machine (12).

Abstract: An electric machine includes a stator assembly having a core with windings positioned on the core. The windings including in-slot portions, end turns, and leads. The leads include a plurality of inner leads extending from conductors in an inner layer of the slots and outer leads extending from conductors in an outer layer of the slots, the inner leads and the outer leads defining a semi-cylindrical space. The stator assembly further includes a bus bar assembly connected to the leads, the bus bar assembly including a plurality of series connections and a plurality of phase leads. Each of the series connections connects one of the inner leads to one of the outer leads within the semi-cylindrical space. Each of the phase leads connects at least one of the inner leads to at least one of the outer leads.

Abstract: An information provision device and an information provision system that can reduce user anxiety when the charge amount of a battery has decreased are provided. A vehicle 100 is provided with a charge amount determination unit 611 that determines whether a charge amount of a battery 40 is less than a predetermined threshold; a minimum remaining travel distance calculation unit 613 that calculates a minimum remaining travel distance on the basis of error information for the vehicle 100 when the charge amount of the battery 40 is less than the predetermined threshold; and a display control unit 616 that displays, on a display unit 64 of a display device 60, charging equipment information related to charging equipment 300 present within a distance that can be traveled to in accordance with the minimum remaining travel distance.

Abstract: When a vehicle is in a traveling state having a low necessity to quickly increase required traveling torque, high-rotational-speed engine starting unit that reduces an emission amount of particulate matter emitted during engine starting starts the engine. Since quick torque response is not required when the vehicle is in the traveling state having the low necessity to quickly increase the required traveling torque, the high-rotational-speed engine starting unit starts the engine, so that increase of the emission amount of particulate matter emitted during engine starting can be curbed.

Abstract: The embodiments of the present application provide a current modulation module, a parameter determination module, a battery heating system, as well as a control method and a control device thereof, and relate to the field of battery. The control method includes determining a state of charge (SOC), of the battery, modulating a first current flowing into windings of a motor into an alternating current when the SOC is greater than a first SOC threshold, so as to use heat generated by the alternating current in a first target module to heat the battery, and modulating a second current flowing into the windings of the motor into a direct current when the SOC is less than or equal to the first SOC threshold, so as to use heat generated by the direct current in a second target module to heat the battery.

Abstract: Methods and system are provided to control engine torque of an engine of a vehicle. The methods comprise determining a drive torque demand on a crankshaft of an engine; determining an accessory torque demand on the crankshaft, the accessory torque demand comprising a first torque demand from a first e-machine and a second torque demand from a second e-machine; determining whether the sum of the drive torque demand and the accessory torque demand is greater than a usable torque capacity output from the engine crankshaft, and increasing a speed of the engine in response to determining that the sum of the drive torque demand and the accessory torque demand is greater than the usable torque capacity output from the engine crankshaft.

Abstract: An electric drive system (100) used in an electric vehicle or a hybrid electric vehicle to drive the vehicle's wheels to rotate. The electric drive system (100) includes an electric motor (300). The electric motor (300) includes a housing in which a stator and a rotor are received. A transmission device (400) is operatively coupled to the electric motor (300); and an output shaft (500) is operatively coupled to the transmission device (400). The output shaft (500) extends from the transmission device (400) and is substantially parallel to the rotor's axis of the electric motor (300). The electric drive system (100) also includes an inverter (200) secured over the housing of the electric motor (300) such that the inverter is located between the output shaft (500) and the housing of the electric motor (300).

Abstract: A robotic vehicle (10) comprising a first chassis platform (200) comprising a first wheel assembly (202) and a second chassis platform (210) comprising a second wheel assembly (212). The first and second chassis platforms (200, 210) is arranged to be spaced apart from each other. The robotic vehicle (10) further comprises a linkage (220) operably coupled to the first chassis platform (200) and the second chassis platform (210). The linkage (220) being coupled so as to be fixed relative to the first chassis platform (200) and so that the second chassis platform (210) is rotatable relative to the first chassis platform (200), wherein the second chassis platform (210) comprises a turning axis (400). Said robotic vehicle (10) further comprising an electric brake (262) disposed proximate to a turning shaft (422) of the linkage (220).

Abstract: Electric machine having: a shaft; a rotor with permanent magnets that is fitted to the shaft; a stator having a magnetic core which consists of a series of laminations made of ferromagnetic material and longitudinally crossed by a plurality of stator slots; and a stator winding having a plurality of rigid bars that are inserted in corresponding stator slots and that are covered, on the outside, with an insulating coating. Each stator slot is completely free from an insulating element interposed between the ferromagnetic material making up the laminations of the magnetic core and the corresponding bars, so that an outer surface of the corresponding bars is in direct contact with an inner surface of the stator slot made of the ferromagnetic material.

Abstract: Obstacle detection for a moving element activated by a motor is disclosed. The obstacle detection may comprise a controller to: move the element at a substantially constant speed; determine an actual torque value to move the element at the constant speed; determine a torque parameter based on the actual torque value; comparing the torque parameter with a threshold value; and determining the presence of an obstacle if the torque parameter is above the torque parameter threshold; wherein the torque parameter is determined based on a set of historical torque values and the actual torque value.

Abstract: A drive module for a vehicle has a transmission (12) and an electric machine (11) that is coupled to an input shaft (16) of the transmission (12). An air-filled cavity (23) is formed between the electric machine (11) and the transmission (12). The electric machine (11) is an external-rotor motor with a rotor (24) that surrounds the stator (25). A fan impeller (31) rotates with the rotor (24) and draws air out of the air-filled cavity (23) in an axial direction, draws the air through windings (27) of the stator (25) for cooling, and subsequently conveys the air in the radial direction into a housing-side flow duct (34) in which heated air can be accumulated and via which the air can be returned toward the cavity (23). The heated air can be cooled in the region of the flow duct (34) and/or in the region of the cavity (23).

Abstract: A vehicle comprises a plurality of motors operatively connected with one another. The vehicle is powered with the plurality of motors individually and in combination with one another to primarily operate each of the plurality of motors within a predetermine efficiency range.

Abstract: A hybrid vehicle includes an engine and an electric machine, both capable of propelling the vehicle. The electric machine is electrically connected to a high voltage traction battery. The state of charge of the battery can decrease if the battery is used to power the electric machine, and can increase if the electric machine supplies power to the battery via regenerative braking. Constraints are placed on the vehicle such that the battery operates within a preferred operating window, defined between minimum and maximum state of charge thresholds. At least one controller is programmed to alter the preferred operating window of the battery in response to various vehicular activities, such as when the vehicle is towing another object, or when the vehicle weighs above a certain threshold due to contents within the vehicle, for example.

Abstract: An apparatus for selecting operating conditions of a genset, the apparatus including a processor circuit configured to select a set of operating points from a plurality of operating points of the genset each comprising an engine speed in a generator electrical output value and a plurality of cost values associated with operating the genset at respective operating points such that the sum of the cost values associated with the operating points in said set is minimized and such that the engine speed increases or decreases monotonically with monotonically increasing or decreasing electrical power output values.

Abstract: An electric vehicle may include a first drive axle to drive a first wheel of the electric vehicle, a first electric motor mounted directly on the first drive axle, a power supply such as a battery to power the first electric motor, and a controller to control the electric motor. The electric vehicle may include a second drive axle to drive a second wheel and a second electric motor mounted on the second drive axle. The electric motor may be only mounted on the first drive axle. The battery may be formed from an array of batteries.

Abstract: The present invention relates to an anti-jerk control apparatus and method for an Hybrid Electric Vehicle (HEV). The anti-jerk control apparatus includes a model speed calculation unit for calculating a model speed of the motor in a state in which a vibration of a drive shaft is not considered. A vibration occurrence determination unit detects a speed vibration component while calculating a reference speed difference and an average speed difference from differences between the model speed and an actual speed of the motor, thus determining whether a vibration occurs on the drive shaft. A torque correction value calculation unit calculates a motor torque correction value for anti-jerk required to damp the vibration of the drive shaft, and controls torque of the motor if the vibration occurrence determination unit determines that the vibration occurs on the drive shaft.

Abstract: A method of controlling a motor in a hybrid electric vehicle mitigates the risk of an incorrectly wired or incorrectly connected wiring harness. Following the connection or re-connection of a wiring harness, the vehicle responds to a torque request by limiting the magnitude of the motor torque until the proper direction of torque is confirmed. A flag is then set to record that torque direction has been confirmed so that the vehicle can respond normally to future requests. Several events may indicate that a wiring harness has been re-connected.

Abstract: A structural electric tandem axle module (13) for propelling a vehicle such as a large vocational vehicle without applying torque to the chassis frame of the vehicle as the module operates.

Abstract: A torque control device for use in a hybrid vehicle equipped with a generator driven by an internal combustion engine has a command value calculator that calculates an engine torque command value and a rotation speed command value of the generator based on a target generation power of the generator set in accordance with a running state of the hybrid vehicle, a generator torque command value calculator that calculates a generator torque command value to cause a rotation speed calculation value to match the rotation speed command value, a generator controller that controls the generator based on the generator torque command value, a rotation speed detector that detects a rotation speed detection value of the generator, and a pulsation removal filter.

Abstract: A vehicle powertrain includes a first rotatable member and a second rotatable member. A clutch has an engaged state in which torque is transferred between the first rotatable member and the second rotatable member through the clutch. The clutch has a disengaged state in which torque is not transferred between the first rotatable member and the second rotatable member through the clutch. A clutch actuator includes a motor-generator that has a rotor rotatably drivable by one of the first rotatable member and the second rotatable member, and has a stator powerable to rotatably drive the rotor relative to said one of the first rotatable member and the second rotatable member. A controller is operatively connected to the stator and is configured to control the motor-generator to function as a generator to provide torque on the rotor. The motor-generator provides electrical power to a vehicle component.

Abstract: An electric rotating machine includes a power transmission mechanism and an armature. The power transmission mechanism is equipped with a first, a second, and a third rotor. The first rotor includes n soft-magnetic members. The second rotor includes k soft-magnetic members. Note that n and k are an integer more than one. The third rotor is made up of magnets whose number of pole pairs is m where m is an integer more than or equal to one. The armature faces the third rotor. The first, second, and third rotors are arranged so as to establish a magnetic coupling among them. The soft-magnetic members of the first and second rotors and the magnets of the third rotor meet a relation of 2m=|k±n|. This arrangement is capable of achieving the transmission of power regardless of electric energization of the armature.

Abstract: The present invention relates to an electric vehicle and to a method for controlling same. The method for controlling the electric vehicle according to the present invention comprises the steps of: using first data to calculate a first torque value in a first memory; using second data to calculate a second torque value in a second memory having a memory address separate from the first memory; and comparing the first torque value and the second torque value, determining whether an abnormality exists in the torque calculations, and controlling the motion of the vehicle.

Abstract: Provided is a method and controller for controlling a vehicle dc bus voltage. The method includes generating a parameter. The parameter is based on a reference dc bus voltage squared. The method includes controlling the vehicle dc bus voltage based on the parameter and a detected dc bus voltage. The method may also include generating another parameter based on a power demand associated with at least one of a motoring mode operation and a generating mode operation of a traction motor associated with the vehicle. The power demand is indicated in a message received via a dedicated high speed data bus. The method includes controlling the vehicle dc bus voltage based on the another parameter.

Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device comprises: an engine stop control portion configured to reduce a speed of the engine with the first electric motor, and then initiate an engaging action of at least one of the clutch and the brake, to stop a rotary motion of the engine, when the engine is required to be stopped.

Abstract: A novel multiple induction electric motor system that separately produces synchronized variable frequency alternating current control signals and using multiple induction electric motors, produces synchronized rotating magnetic fields responsive to the control signals, induces magnetic fields around a conductor in inductive rotors responsive to the rotating magnetic fields and applies rotational forces between the rotating magnetic fields and the induced magnetic fields to a common shaft of the multiple motors. The common shaft sums the rotational forces and transmits the rotational forces to a drive wheel. Such a system can be implemented using two, three or more synchronized induction electric motors, and respective elements thereof, wherein the stator and rotor laminations can be arranged, stacked and/or otherwise configured such that the multiple induction electric motors operate at lower temperatures and at higher efficiencies.

Abstract: A vehicle powertrain includes a first rotatable member and a second rotatable member. A clutch has an engaged state in which torque is transferred between the first rotatable member and the second rotatable member through the clutch. The clutch has a disengaged state in which torque is not transferred between the first rotatable member and the second rotatable member through the clutch. A clutch actuator includes a motor-generator that has a rotor rotatably drivable by one of the first rotatable member and the second rotatable member, and has a stator powerable to rotatably drive the rotor relative to said one of the first rotatable member and the second rotatable member. A controller is operatively connected to the stator and is configured to control the motor-generator to function as a generator to provide torque on the rotor. The motor-generator provides electrical power to a vehicle component.

Abstract: Techniques are presented for more efficient three-phase inverter control for electrified vehicles (EVs). The techniques can be executed by a controller of an EV that includes one or more processors. Specifically, the techniques include closed-loop discontinuous pulse-width modulation (DPWM) control of a three-phase inverter based on electric motor current feedback. The three-phase inverter control techniques can be further based on electric motor/rotor position feedback. Based on the feedback, the techniques can select one of a plurality of zero-voltage vectors in real-time. The selected zero-voltage vector can be used when generating duty cycles for switching of the three-phase inverter, which can result in decreased switching losses and increased efficiency of the three-phase inverter.

Abstract: A drive unit for a vehicle includes: an engine (2); a compound motor (3) having a first rotor and a second rotor that are differentially rotatable with each other; and an automatic transmission (4A) that delivers power output of the engine (2), which is input via the compound motor (3), to an output shaft (33), in which the first rotor is connected to an input side of a gear pair that corresponds to an even shift speed and the second rotor is connected to an input side of a gear pair that corresponds to an odd shift speed.

Abstract: An electric generator has an outer rotor supported on a housing for rotation about an axis and a shaft input end lying on the axis at a first end of the housing. An inner rotor is supported on the housing for rotation about the axis and has a shaft input end lying on the axis at a second end of the housing. The outer rotor has an outer rotor generator winding. The inner rotor has an inner rotor generator winding. An outer rotor one-way clutch allows the outer rotor to be rotated by its shaft input end only in one direction. An inner rotor one-way clutch allows the inner rotor to be rotated by its shaft input end only in a direction which is opposite the direction of the outer rotor allowed by the outer rotor one-way clutch. Respective internal combustion engines operate the respective rotors.

Abstract: The hybrid vehicle has a motor generator disposed in a power transmission path and performing as an electric motor and an electric generator, a direct injection engine configured to execute an ignition start in which fuel is injected into any cylinder with a piston stopped in an expansion stroke and ignited for the start, and an engine connecting/disconnecting clutch of friction engagement type directly connecting and interrupting the direct injection engine to/from the motor generator.

Abstract: A powertrain includes: an engine provided with a plurality of cylinders; a first motor generator coupled to an output shaft of the engine; and an ECU for controlling them. When misfire in the engine is detected, the output shaft of the engine is rotated by driving the first motor generator with ignition and supply of fuel to the engine being suspended.

Abstract: Assumed torque Tb is calculated based on an operation state of an engine when there is no abnormality in sensors, the engine is in a warm-up completion state, and a travel mode is a series mode, and actual torque Ta is calculated and friction torque Tf is calculated based on information on an actual amount of electric power generation of a generator. When the friction torque Tf is larger than an upper limit clip value, the upper limit clip value is the friction torque Tf, and when the friction torque Tf is smaller than the lower limit clip value, the lower limit clip value is the friction torque Tf, correction torque Tc is calculated, and an operation of an electronic control instrument of the engine is controlled so as to set the assumed torque Tb to the correction torque Tc.

Abstract: The invention relates to vehicles for transporting persons and/or goods, which vehicles travel on roads or alternatively on rails and at least partially use electrical energy using electric motors as drive units, wherein the electrical energy used is predominantly or substantially produced within the vehicle by converting kinetic energy, in particular components of the kinetic energy that are caused on the vehicle bodywork as gravitation effects and components of the kinetic energy from curve centrifugal forces and acceleration motions of the vehicle body, the vertical dynamic acceleration motions of the wheels and wheel suspensions, and other components, wherein the electrical energy generated in such away is temporarily stored in chemical energy stores (batteries) and/or other suitable storage media, for example, high-power capacitors or flywheel stores, until the electricity is used in the vehicle drive motors and/or other loads.

Abstract: A wheel hub unit includes a wheel hub, a hydraulic motor and at least one bearing for supporting the wheel hub and the hydraulic motor. The wheel hub unit comprises a first seal for protecting the at least one bearing from hydraulic oil from the hydraulic motor.

Abstract: The present disclosure provides an in-wheel drive apparatus. The apparatus includes a motor housing open at one side thereof, a motor unit mounted within the motor housing, and a rear cover coupled at one side thereof to the motor housing to close the open side of the motor housing and coupled at the other side thereof to a trailing arm. The rear cover includes a planar section constituting an outer peripheral surface of the rear cover; and a cover recess connected to an inner peripheral surface of the planar section to be integrally formed with the planar section and depressed from the planar section towards the rotor to form a recess to which the trailing arm is coupled.

Abstract: In a method for determining a power limiting value for an electric machine in a vehicle, the electric machine being assigned an energy storage device, an intermediate power value is calculated from a maximally allowable current of the energy storage device and an instantaneous voltage. A corrected intermediate power value is determined by adding at least one power loss to the intermediate power value. A first correction value is determined for reducing the absolute value of the corrected intermediate power value if an instantaneous power of the energy storage device is greater than the absolute value of the calculated intermediate power value. The power limiting value is determined by superimposing the first correction value on the corrected intermediate power value.

Abstract: Embodiments as described herein provide a simplified turbo recharger for an efficient, reliable, low-cost system that delivers good performance for improving efficiency of a vehicle using electric power. Embodiments as described herein may be used with electric motor, combustion engine hybrid vehicles to improve the fuel efficiencies of such vehicles. A turbine may be positioned in an exhaust stream of a vehicle that is coupled to a generator to recharge the battery of a vehicle. The turbine may include a wastegate to permit the exhaust stream to enter or bypass the turbine depending on the charge of the battery, the rate of rotation of the turbine, pressure within the turbine, the speed of the engine, or a combination of the above.

Abstract: A method and system for setting motor torque for a hybrid vehicle that converts charge or discharge limiting power of a battery into maximum charge or discharge torque of a motor to set motor torque and to protect a battery system of the hybrid vehicle may include obtaining maximum discharge power of a battery of the hybrid vehicle, power consumption of a low voltage DC-DC converter (LDC), and power consumption of electrical loads; calculating electrical discharge power that may be output by a motor with electric power based on the maximum discharge power, the power consumption of the LDC, and the power consumption of the electrical loads; calculating mechanical discharge power that may be output from the motor based on the electrical discharge power of the motor and discharge efficiency of the motor; and calculating maximum discharge torque of the motor at a determined speed based on the mechanical discharge power.

Abstract: A vehicle drive system for a vehicle including a first prime mover, a first prime mover driven transmission, and a rechargeable power source can be configured for reduced fuel consumption at idle. The vehicle drive system includes an electric motor in direct or indirect mechanical communication with the first prime mover, wherein the electric motor can receive power from the first prime mover driven transmission and can receive power from the first prime mover. The vehicle drive system also includes a control system.

Abstract: A closed loop shift control apparatus and method based on estimated torque in friction elements controls a torque transfer phase when shifting from a low gear configuration to a high gear configuration for an automatic transmission system. When pressure actuated friction elements are selectively engaged and released to establish torque flow paths in the transmission, estimates of torsional load exerted on the off-going friction element are used to predict the optimal off-going friction element release timing for achieving a consistent shift feel. The estimated torque is preferably calculated by using estimated torque signals generated as a function of speed measurements represented either the engine speed and turbine output speed or transmission output speed and wheel speed under dynamically changing conditions.

Abstract: A system for a vehicle. The system includes electric and compressed gas modes, a plurality of electric motors/generators and compressed gas motors, battery arrays, and transfer switches. The plurality of electric motors/generators and compressed gas motors are operatively connected to the wheels of the vehicle. When the system is in the electric mode, a portion of the plurality of electric motors/generators operate as motors and propel the vehicle, while a remaining portion of the plurality of electric motors/generators operate as generators and charge the battery arrays. When the system is in the gas mode, a portion of the plurality of compressed gas motors operate as motors and propel the vehicle. The transfer switches determine automatically—based upon predetermined—when the system should operate in the electric or the compressed gas mode.

Abstract: A control device for a vehicle includes a motor configured to drive wheels, a high-voltage battery configured to supply electric power to the motor, and a battery charger configured to charge the high-voltage battery by using a power supply outside the vehicle. The control device further includes a failure detection unit configured to detect a specific failure, and a drive prohibition unit configured to prohibit driving of the vehicle. The drive prohibition unit prohibits the driving of the vehicle when the failure is detected by the failure detection unit in an initial check before start of driving of the vehicle and when the high-voltage battery is charged by using the power source outside the vehicle immediately before the initial check.

Abstract: Disclosed in the present invention is a tandem starter-generator construction that includes an induction motor-generator, a permanent magnet motor-generator and power transmission unit disposed adjacent to the motor-generators. The induction motor-generator is utilized predominantly as a motor to provide mechanical power at relatively high efficiency as a motor, and as a generator to provide electrical power during regenerative braking. The permanent magnet motor-generator is used predominantly as a generator for very high efficiency power conversion and to capture additional electrical power during regenerative braking to compensates for the regenerative energy captured at lower efficiency by the induction motor-generator.

Abstract: In an electric motor drive system for an electric vehicle that includes a converter for performing direct-current voltage conversion and an inverter that converts the output voltage of the converter into alternating-current voltage, a control apparatus makes a required torque response determination to determine whether the electric vehicle is in a state in which high torque response is needed. Furthermore, in a drivability priority mode in which high torque response is needed, the control apparatus sets a voltage command value for the converter in a range where sine wave PWM control can be applied. On the other hand, in a fuel efficiency priority mode in which high torque response is not needed, the control apparatus sets the voltage command value for the converter such that power loss in the overall electric motor drive system is minimized, based on the operating state of an alternating-current electric motor.

Abstract: Embodiments of the invention provide control means for a hybrid electric vehicle, the control means comprising an energy management portion (EMP) configured to determine a required torque split between each of a first and at least a second actuator in dependence on a first set of one or more vehicle parameters, the required torque split being an amount of torque required to be provided to drive the vehicle by each actuator, the control means being configured to provide an actuator request control output whereby each actuator is controlled to provide an amount of torque according to the required torque split, the control means further comprising a powertrain mode manager (PMM) portion, the PMM portion being arranged to override the control output of the EMP in dependence on a value of a second set of one or more vehicle parameters.

Abstract: Heavy equipment is designed for operation in a substantially-repetitive work cycle that includes lifting, rotating, and lowering steps. The heavy equipment includes a generator, an electrical bus, an energy storage component, and working components. The generator provides a substantially constant electrical output to the electrical bus, which is communicated to the working components. As such, the working components of the heavy equipment are driven directly or indirectly by the electrical output of the generator. The controller selectively couples the energy storage component to the electrical bus, and the energy storage component is configured to store electricity provided by the generator, and to provide electricity to the working components by way of the electrical bus.