Abstract: A motor wheel assembly for a motor vehicle comprises a radial flux brushless electric motor having a plurality of stator magnets arranged along a circumferential path; a wheel; first connecting means to connect motor to wheel in a torque transfer manner and second connecting means suitable for connecting motor to the motor vehicle. The motor wheel assembly defines a seat interrupting the sequence of stator magnets along the circumferential path and is suitable for housing a caliper of a braking system of the motor vehicle.

Abstract: A sprung vibration damping for suppressing sprung vibration which is generated to a vehicle by an input from a road surface to wheels provided with the vehicle by controlling a torque of a motor, and the sprung vibration damping is subjected to a restriction including a prohibition in response to a state of) battery, which supplies power to the motor, such as a voltage and a temperature of the battery or a state of a control, which affects the power of the battery, such as a charge/discharge amount feedback control and the like.

Abstract: A drive device for a hybrid vehicle includes an input shaft, a motor having a rotor and a stator, an output shaft integrally and coaxially connected to the rotor along a rotation axis and configured so as to be engaged with and disengaged from the input shaft, a rotation angle sensor including a rotating portion and a fixed portion, which forms an angle relative to the rotating portion, and detecting a rotation angle of the rotor, and a case rotatably and axially supporting the input shaft and the output shaft on the rotation axis and accommodating the motor and the rotation angle sensor, wherein a side wall portion of the case includes an angle adjusting member coaxially supporting the fixed portion relative to the rotation axis while allowing the angle of the fixed portion to be adjustable, and a clamp member supporting a harness movably connected to the fixed portion.

Abstract: A drive unit for an electric vehicle comprises a device that electrically drives a vehicle, a heat transport system for transporting heat absorbed from the device into the vehicle interior air, and a heat-radiation adjusting system for adjusting heat radiating from the device into the ambient air.

Abstract: A hybrid power plant (5) for an aircraft (1) comprises at least: a hybrid drive system (37) having a main on-board electricity network (16) and an auxiliary electricity network (34); and a selective adaptation interface (38) arranged to enable electrical energy to be exchanged selectively between the main and auxiliary electricity networks (16; 34). At least one engine and a hybrid drive auxiliary electrical machine (7, 31) are mechanically connected to a transmission (8); said machine (7) being electrically connected to at least one auxiliary electrical bus (36) in parallel with at least one auxiliary device for delivering electric charge.

Abstract: An electro-mechanical energy conversion device is provided having an armature with a central cavity. The armature is rotatably mounted in a frame. A torsion bar is positioned within the armature with one end connected to the armature and the other end connected with an energy source or consuming device.

Abstract: A hybrid traction system for the traction of a vehicle comprises an internal combustion engine, at least a first electric machine and at least a second electric machine, first transmission means suitable for being connected mechanically to said internal combustion engine and to at least one of said electric machines, second transmission means suitable for being connected mechanically to at least one of said electric machines and to the wheels of the vehicle; the system comprises furthermore connecting or restraining means suitable for enabling mechanical power to be transmitted to the wheels of the vehicle only by the internal combustion engine through said first transmission means and said second transmission means. This allows to drive the vehicle using only the internal combustion engine.

Abstract: A hybrid power drive system comprises: an engine operatively coupled to a gearbox; a first motor operatively coupled to the engine; a first wheel group operatively coupled to the gearbox; a second motor operatively coupled to a second wheel group; an energy storage device connected to the first motor and the second motor, respectively. The gearbox comprises a first decelerating mechanism and a second decelerating mechanism. The first wheel group is operatively coupled to the first decelerating mechanism and the second decelerating mechanism, respectively. The engine is operatively coupled to the first decelerating mechanism and the second decelerating mechanism, respectively.

Abstract: A method for controlling a motor vehicle drive, in particular a hybrid drive, is provided, the motor vehicle drive having at least two individual motors. In a first method step, at least one total setpoint torque is calculated. In a second step, the at least one total setpoint torque is split into at least two individual setpoint torques of the at least two individual motors. Subsequently, in a first individual torque comparison step, the sum of the at least two individual setpoint torques is compared with the total setpoint torque. In the event of a difference by more than a predefined tolerance value, a limitation step is initiated. In this limitation step, the at least two individual setpoint torques are each multiplied by a limiting factor to generate at least two limited individual setpoint torques.

Abstract: A motor control unit controls the input electric power of a MG unit to thereby suppress variations of a system voltage and stabilize the system voltage. The torque control of an AC motor and the input electric power control of the MG unit are executed independently from each other, so that the torque control and the input electric power control are stabilized. Further, torque variation zeroing control for correcting a phase of a pulse waveform voltage is executed so that a difference between a first estimated torque computed based on a torque control detection current vector of the AC motor and a second estimated torque computed based on a detection motor current vector is reduced to zero. Thus, uncomfortable torque variation is suppressed in a transient condition of the input electric power control of the MG unit.

Abstract: A power system for a vehicle may comprise an electric machine attached to an engine of the vehicle. The electric machine may comprise only one stator core; a stator main winding wound on the one stator core; a stator exciter winding wound on the one stator core. The stator main winding and the stator exciter winding may be magnetically independent from one another even though magnetic-field-isolation material is not interposed between the stator main winding and the stator exciter winding.

Abstract: A control for a hybrid vehicle includes; obtaining information that an EV switch that is operated when a travel of the vehicle in an EV mode in which priority is given to an EV travel in which the vehicle travels by a motive power only from a rotary electric machine is to be selected has been operated; starting a permission preparation control for causing a transition from a state in which a situation of the vehicle satisfies a predetermined reservation condition for reserving the EV mode to a state in which the situation of the vehicle satisfies a predetermined permission condition for permitting the EV mode if the situation of the vehicle does not satisfy the permission condition but satisfies the reservation condition when the EV switch has been operated; and enabling to control the travel of the vehicle in the EV mode if the predetermined permission condition is satisfied.

Abstract: A multiphase synchronous electrical machine for converting kinetic energy into electrical energy and electrical energy into kinetic energy has a rotor extending along an axis, and a stator, which is provided with a stator pack having slots and with an electrical winding, which extends in part in the slots and in part in a position corresponding to two heads arranged on opposite sides of the stator pack and has bars housed in the slots and connected to one another in a position corresponding to the heads and connection plates, which are welded to the bars, are packed with respect to one another and to the stator pack in an axial direction and are shaped in such a way as to define a prolongation of the stator pack.

Abstract: In a hybrid vehicle, a motor includes a first rotor having permanent magnets, and a second rotor having a cores. The first rotor is connected to front wheels, and the second rotor to an engine. When the magnetic poles of rotating magnetic fields of armatures and of the permanent magnets are in respective positions opposed to each other, if either of the magnetic poles of the rotating magnetic fields and either of the magnetic poles of the permanent magnets have polarities different from each other, the others of the magnetic poles of the rotating magnetic fields and of the magnetic poles of the permanent magnets have the same polarities. If either of the cores are between the magnetic poles of the rotating magnetic fields and of the permanent magnets, the others are positioned between adjacent two pairs of the magnetic poles of the rotating magnetic fields and the permanent magnets.

Abstract: An electricity storage control device for a hybrid vehicle that includes: an internal combustion engine; a battery that is charged by a power generator driven by the internal combustion engine; and a motor that is driven upon receiving an electric power from the battery, the hybrid vehicle conducting travel in an EV mode for traveling with only the motor, includes: a planned traveling distance setting unit that sets a planned traveling distance in the EV mode; and a residual control unit that calculates a traveling enable distance in the EV mode according to an electricity storage state of the battery and that, when the planned traveling distance is longer than the traveling enable distance, operates the internal combustion engine to cause the power generator to charge the battery so that amount of storage in the battery reaches amount of storage corresponding to the planned traveling distance.

Abstract: A torque amplifying apparatus mounted to a non-driven component of a vehicle comprises a plurality of permanent armature magnets and a plurality of electromagnets, the permanent armature magnets arranged to interact with the plurality of electromagnets. The interaction of the electromagnets and the permanent armature magnets causes a repulsion force, which creates a force in the direction of the motion of the vehicle to reduce fuel consumption.

Abstract: The present invention is directed to a generation means for generating electrical power to operate vehicle systems and/or for recharging batteries used by electric and/or hybrid cars. The present invention may also generate electric power to operate an electric motor that can also drive a vehicle. The present invention may also use the electric power generated for other uses as well. It comprises an engine that is connected to at least one rotatable member connected for rotation therewith and at least one generator that is connected to the rotatable member through a rotor in said generator to generate electrical energy.

Abstract: Hybrid gas-turbine electric vehicles and methods for operating hybrid gas-turbine electric vehicles are provided that make use of the gas-turbine for efficiently providing cooling for the vehicle.

Abstract: The method of the invention controls engine speed during engine starting for a hybrid electric vehicle that includes a battery, an engine and a generator, acting as a motor, whereby generator torque assists the engine to develop a stable running speed throughout an engine start event, particularly a cold engine start event, without violating battery power limits.

Abstract: A reluctance machine includes a stator and a rotor. The stator and rotor have a same number of poles. The rotor is configured to rotate about an axis of rotation. Each stator pole is formed of a primary stator pole and an auxiliary stator pole. The auxiliary stator pole is axially aligned with the primary stator pole in the direction of the axis of rotation. Each rotor pole has a length extending in the direction of the axis of rotation sufficient to at least partially cover the primary stator pole and axially aligned auxiliary stator pole. The primary stator poles are actuated with an alternating magnetic field orientation, and the auxiliary stator poles are also actuated with an alternating magnetic field orientation. The field orientations for the primary and auxiliary stator poles are, however, opposite each other such that a primary stator pole its axially aligned auxiliary stator pole have opposite magnetic field orientations.

Abstract: An interior permanent magnet (IPM) machine having a rotor and a stator is provided. The rotor includes a radially inner barrier devoid of magnets, and a radially outer barrier having at least one permanent magnet, each barrier having two pockets with one pocket disposed at an angle relative to the other. At least one of the pockets of the inner barrier has a shape of an irregular quadrilateral. At least one of the pockets of the outer barrier has a substantially trapezoidal shape with a first side generally parallel to a second side, wherein the first side has a portion slanted relative to the third side. In such an IPM machine, demagnetization of the outer barrier magnet is limited when operating temperatures and electrical current exceed operating conditions prescribed by design specifications.

Abstract: A gear train includes a first planetary gear set including a first sun gear, a first ring gear, and a first carrier and a second planetary gear set including a second sun gear, a second ring gear, and second carrier. The gear train also includes a first clutch configured to selectively connect the first carrier with the second carrier and a second clutch configured to selectively connect the first sun gear with the second sun gear. The gear train also includes a first brake configured to selectively fix the first sun gear, a second brake configured to selectively fix the second sun gear, and a third brake configured to selectively fix the first carrier.

Abstract: A method for controlling a low-voltage circuit of a vehicle having a generator includes monitoring operating conditions of the vehicle and determining whether surplus generator load is available. Available surplus generator load is captured and used to power the low-voltage circuit. The low-voltage circuit may include a low-voltage battery, which may be charged with the surplus generator load. The surplus generator load may be utilized for anti-sulfation of the low-voltage battery. The method is usable with both a hybrid vehicle and a conventional vehicle. The method may further include powering the low-voltage circuit with energy stored in the low-voltage battery as a result of charging the low-voltage battery with the surplus generator load.

Abstract: A breather device provided on the outer peripheral section of a case of an in-wheel motor is located at a position above the rotation shaft of the in-wheel motor, between the in-wheel motor and a wheel. The position is inside the wheel in the width direction of a vehicle.

Abstract: A method controls a motor generator unit (MGU) aboard a vehicle. An event signal is generated using a transmission controller, with the event signal predicting a transient vehicle event, e.g., auto start, transmission shift, fuel cycling, etc. The event signal is received by a motor controller, which determines a predicted level of motor output torque required from the MGU during the transient vehicle. Electromagnetic flux of the MGU is increased to a calibrated threshold level prior to commencement of the transient vehicle event. The MGU may be used for regenerating energy during the transient vehicle event. The MGU is then used to facilitate execution of the transient vehicle event. A vehicle having the MGU uses a controller(s) to automatically increase electromagnetic flux of the MGU prior to the transient vehicle event using the method as noted above.

Abstract: A rotating electrical machine includes a stator including a coil, a case accommodating the stator and oil, an external connection terminal block arranged at an outer circumferential portion of the case and connecting the coil to an external device, a terminal box arranged at the outer circumferential portion and including a case connecting hole and an external connecting hole respectively in connection with an inner portion of the case and an external atmosphere, the terminal box accommodating the external connection terminal block, a coil wiring member connecting an end portion of the coil to the external connection terminal block by penetrating through the case connecting hole, an external device wiring member connecting the external connection terminal block to the external device by penetrating through the external connecting hole, and a case connecting hole sealing member fixed to the coil wiring member to seal the case connecting hole by fitting thereinto.

Abstract: The power transmission system for use in a vehicle includes a power split device to perform power distribution among a flywheel for storing rotational energy as mechanical energy, an internal combustion engine and an electric rotating machine. The power transmission system is provided with an interrupting device configured to interrupt power transmission between a group of the flywheel and the electric rotating machine and a group of the internal combustion engine and drive wheels of the vehicle when rotational energy stored in the flywheel is transmitted to the electric rotating machine through the power split device under condition that power is transmitted between the internal combustion engine and the drive wheels.

Abstract: An electro-magnetic motor-generator system, including a wheel assembly having a wheel mounted onto a shaft. The shaft has a sleeve mounted thereon. A frame assembly is mounted onto the sleeve. The frame assembly comprises at least one hub having a sprocket. A gear assembly comprises a second sprocket mounted onto the shaft that engages the sprocket. A rotating ring assembly has first and second walls. The first wall comprises first gear teeth and the second wall comprises second gear teeth. The ring assembly further has consecutive magnetized/non-magnetized sections. The electro-magnetic means consist of at least one coil having first and second openings. Electro-magnetic means generate an electromotive force between said first and second openings, and said consecutive magnetized/non-magnetized sections. Switching said magnetic polarity forces said rotating ring assembly to rotate upon said sprocket thus rotating said wheel mounted onto said shaft.

Abstract: An assembly for providing electrical insulation in a stator core of a vehicular electric machine is provided. The stator core has a channel and the assembly comprises a first conductive element disposed through the channel, and a second conductive element disposed through the channel and substantially adjacent to the first conductive element. The assembly also comprises a first electrically insulating film having a first end residing between the first and second conductive elements.

Abstract: A hybrid vehicle control system for cutting off fuel to an internal combustion engine of hybrid vehicle while providing smooth transitions from a hybrid drive mode to an electric drive mode is provided. The hybrid vehicle control system includes an integrated controller configured to receive inputs corresponding to vehicle speed and an indicated driving force, and to select an appropriate mode transition pattern from a group of mode transition patters according to the change in indicated driving force.

Abstract: A control apparatus for a hybrid vehicle includes a required torque calculating portion that calculates required drive torque required of the vehicle; a running mode switching portion that switches between a motor running mode and a hybrid running mode according to the calculated required drive torque; a torque distribution control portion that sets the torque distribution between front and rear wheels according to the switched running mode; a gear noise preventing portion that prevents gear noise in a gear mechanism by changing the set torque distribution between the front and rear wheels when a predetermined gear noise producing condition is satisfied; and a drive torque control portion that calculates drive torques of the front and rear wheels based on the calculated required drive torque and the changed torque distribution and controls the torques of the engine and the electric motor.

Abstract: A stator includes a stator core, a plurality of slots, and a conductor. The plurality of slots are formed within the stator core. The conductor is disposed continuously within at least two of the plurality of openings.

Abstract: A vehicle drive device includes a motor generator (MG2), a power control unit controlling the motor generator (MG2), and a case housing the motor generator (MG2) and the power control unit. The power control unit includes a first inverter driving the motor generator (MG2) and a voltage converter boosting a power supply voltage to apply the voltage to the first inverter. A reactor L1 which is a component of the voltage converter is disposed such that at least a portion of a core comes into contact with the case for heat exchange. Consequently, the heat is dissipated to the case having a large heat capacity for integral housing, to thereby allow the heat dissipation performance of the reactor (L1) arranged in the limited space to be ensured.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: An in-wheel motor having an inner stationary portion (the stator), and an outer rotating portion (the rotor) that rotates around the stator and drives a wheel directly attached to the rotor. The stator may comprise an inner support structure around which a plurality of magnets having windings are disposed in a circumferential fashion. The rotor circumferentially surrounds the stator, and includes permanent magnets placed at an interval along a surface of the rotor. An intermediate layer between the rotor and the stator is comprised of a bearing that allows movement of the rotor relative to the stator. By attaching a wheel directly to the outer surface of the rotor, a compact and efficient wheel-mounted electrical motor may be provided.

Abstract: A cooling system for an electrically variable transmission includes an electric motor having a plurality of connectors. The plurality of connectors are each assembled within a plurality of connector openings in a terminal block. Fluid from within a passageway is supplied by a pressurized fluid source, and an orifice for the passageway is located adjacent to one of the plurality of connector opening. The fluid flowing from the passageway is directed onto one of the plurality of connectors.

Abstract: An electric motor which has a separate end cap heat exchanger, through which a liquid coolant is passed, is disclosed. In one example embodiment, the electric motor is a traction motor or motor-generator in a hybrid electric vehicle having an internal combustion engine. Additionally, in one embodiment, the heat exchanger has a low-temperature coolant loop configured to extract energy from the motor coolant. The electric motor may be installed in a variety of vehicles or other applications having greatly differing cooling requirements. By placing the heat exchanger and control componentry in the end cap, the cooling capability of the electric motor can be changed by selecting an end cap with the appropriate heat transfer characteristics and control componentry to provide the desired cooling. Consequently, a single electric motor, with a variety of end cap choices, can be used in a variety of applications.

Abstract: A power output apparatus generates a commercial AC voltage across neutral points of first and second motor generators. The power output apparatus includes a leakage detecting device, and upon detection of leakage by the leakage detecting device, causes an AC output cutoff circuit to operate and also shuts down one or both of the first and second motor generators according to the operational states at the time. Further, the leakage detecting device performs checking of the leakage detecting function in response to a test signal from a control device, before outputting the commercial AC voltage.

Abstract: A method for controlling an electric machine includes measuring a motor control parameter or parameters and selectively positioning an adjustable member within the electric machine in response the motor control parameters. Selective positioning of the adjustable member varies the geometry of a flux path within the electric machine, thereby inducing a predetermined voltage output in the electric machine. An electric machine includes a rotor, a shaft operatively connected to the rotor to rotate in conjunction therewith, and a stator. An adjustable member is positioned between the rotor and the stator, and has a variable offset position that can be selected by an electronic control unit (ECU) and applied by an actuator to thereby vary the geometry of a flux path within the electric machine. The adjustable member can include a non-magnetic annular hub and magnetic radial arms and axial extensions.

Abstract: An internal combustion engine system includes: an internal combustion engine; a valve regulating exhaust gas flow rate to an intake system; an exhaust gas recirculation system opening the valve to recirculate the exhaust gas to the intake system; an intake air flow rate detecting device detecting air flow rate introduced into the engine; and a controller, when fuel injection is stopped, controlling the engine to start the fuel injection at a rate obtained by adding a first flow rate to a reference flow rate for a stoichiometric air-fuel ratio based on the detected air flow rate when the valve opening degree is lower than a predetermined degree, and controlling the engine to start the fuel injection at a rate obtained by adding a second flow rate, larger than the first flow rate, to the reference flow rate when the valve opening degree is no less than the predetermined degree.

Abstract: Disclosed is a hybrid vehicle control system, which comprises a current conversion device for changing an amplitude or a frequency of an alternating current generated by a generator, unit for determining a required output of a vehicle-driving motor in conformity to a required vehicle-driving force, unit for determining a current waveform to be supplied to the vehicle-driving motor, in conformity to the required output of the vehicle-driving motor, and controllably determine a strategy of how to supply an AC electric power, and a bypass line adapted to bypass the current conversion device. When there is a waveform difference between a current waveform required for the vehicle-driving motor and a current waveform output from the generator, an AC electric power is supply to the vehicle-driving motor after eliminating the waveform difference through the current conversion device.

Abstract: A single stator electric machine includes a plurality of magnets for generating a first magnetic field. Each respective magnet represents a respective rotor pole. A magnet holder retains the plurality of magnets. A stator is disposed radially outward from the plurality of magnets for generating a second magnetic field. The stator includes a plurality of stator poles separated by slots with each of the stator poles having a concentrated winding with a respective number of turns formed around each respective stator pole. Each respective concentrated winding within the stator comprises non-overlapping phases which increase an active length of the windings of the stator and reduce an overhang of each respective winding with respect to each stator pole for improving torque efficiency. A number of rotor poles is at least eight and the number of rotor poles and a number of stator slots have a least common multiple of at least 36.

Abstract: There is provided a hybrid outboard motor capable of transmitting motive power of a power source appropriately and efficiently in a limited space while achieving compactness, high performance, and the like. The hybrid outboard motor includes: a casing; a power unit housed in the casing; a screw disposed outside the casing, the screw being driven by the power unit; a power transmission system transmitting motive power of the power unit to the screw; an internal combustion engine and an electric motor serving also as a generator, the internal combustion engine and the electric motor being arranged in parallel in a beam direction in the casing; and a first clutch disposed between the internal combustion engine and the electric motor, wherein one or both of the internal combustion engine and the electric motor are connected to a propulsion unit including the screw so as to rotate it.

Abstract: The operating shaft of an auto radiator fan is adapted for connection with an electric motor whereby the electric motor rotates the operating shaft, per se, to provide rotation to the auto drive shaft. A control circuit is arranged for connecting the supplemental battery with the electric motor when the auto is driven and disconnecting the supplemental battery from the electric motor when the auto is parked, slowing down and stopping.

Abstract: Disclosed is a motor vehicle comprising a generator and at least one capacitor in which recuperation power generated in a thrust phase by the generator that can be operated as a recuperator can be stored. The excitation current (IErr) that limits the power of the generator (3) can be varied in the excitation circuit of the generator (3) in accordance with at least one vehicle-specific operational parameter and/or the actual charge of the capacitor (10).

Abstract: A power axle for assisting an automotive vehicle in ascending and descending steep slopes and grades includes an electromagnetic motor mounted to one floating axle of the vehicle, a junction box mounted to and electrically connected to the electromagnetic motor, a DC/AC power inverter mounted to the cab interposed between and for electrically interconnecting the vehicle's battery to the electromagnetic motor for powering the motor from the battery and control switches mounted on the dashboard and which include an on/off switch and a speed control dial for regulating and controlling the interaction and engagement of the electromagnetic motor with the floating axle of the vehicle.

Abstract: In general, the various embodiments are directed to a permanent magnet machine (“PM machine”), and more specifically an internal permanent magnet machine (“IPM machine”) that includes rotor magnets configured asymmetrically with respect to the rotor periphery, thereby producing an averaging effect similar to that achieved through traditional skewing of the rotor magnets. In alternate embodiments, the span, placement and/or shape of the magnets may vary from one pole to the next.

Abstract: A powertrain is provided that includes an engine as well as a transmission having an input member and an output member. The powertrain also includes a motor/generator that has an energizable stator, a first rotor and a second rotor (i.e., a dual rotor motor). Both of the rotors are rotatable via energization of the stator. A first torque-transmitting mechanism, referred to as the engine clutch, is selectively engagable to connect the engine for common rotation with one of the first and the second rotors. A second torque-transmitting mechanism, referred to as the motor clutch, is selectively engagable to connect the first rotor for common rotation with the second rotor. The transmission input member is continuously connected for common rotation with the other of the first and second rotors.

Abstract: A system and method for a propulsion system includes an electric motor and an energy storage unit configured to supply a primary power to the electric motor. The propulsion system also includes a plurality of auxiliary power units (APUs) configured to supply a secondary power to at least one of the electric motor and the energy storage unit. Each of the plurality of APUs includes a free-piston engine configured to generate a mechanical output, a linear generator configured to transform the mechanical output to an electrical power, and a controller. The controller receives a power command from the electric motor and/or the energy storage unit, determines an amount of secondary power needed to meet the power command, and selectively activates a number of the plurality of APUs to generate the needed amount of secondary power.

Abstract: In a motor device 300 mounted on a mobile body, a pressurizing mechanism for increasing the pressure in a motor chamber 14 in which a motor is installed has a compressor 30, which is driven to rotate by an engine 20 serving as driving means for driving the mobile body, to produce compressed air for motor chamber pressurization, and the compressed air coming from the compressor 30 is fed into the motor chamber 14 through a pipe 72 almost constantly while the engine 20 is being driven.