Abstract: A hybrid vehicle has a powertrain that includes a transmission with a planetary gear set that has a first, a second, and a third member. An engine is connected for unitary rotation with the first member. A first final drive is operatively connectable with the carrier member and connected with the first axle. A first motor-generator is connected for unitary rotation with the third member. A second motor-generator is operatively connected for proportional rotation with one of the axles. A first clutch is selectively engageable to connect any two of the members for unitary rotation with one another. The planetary gear set provides an underdrive ratio of speed of the second member to speed of the engine when the sun gear member is stationary.

Abstract: An electric vehicle is presented. The electric vehicle may include a front motor for driving a front wheel; a rear motor for driving a rear wheel; a target torque determiner for determining a target torque of the front motor and a target torque of the rear motor, based on at least a displacement amount of an accelerator operation member operated by a driver; and a motor controller for controlling the front motor and the rear motor to cause the front motor to output the target torque and the rear motor to output the target torque.

Abstract: A method for controlling an electric vehicle drivetrain having least two drive units with wheels located on opposite axles are driven by respective drive units, includes in a first operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set taking into account the efficiency applicable to each drive unit under the given operating conditions, and in a second operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set independently of the efficiency applicable to each drive unit under the given operating conditions.

Abstract: A system and a method for controlling a hybrid vehicle powertrain during a change from a two-wheel drive mode to a four-wheel drive mode is provided. In response to a request to couple the second pair of wheels to the powertrain, a driveline controller commands an increased torque from the electric motor to be applied to the first pair of wheels The increased torque from the electric motor is based on an AWD engagement torque of the second pair of wheels to counteract an engagement torque of a second pair of drive wheels before changing from the two-wheel drive mode to the four-wheel drive mode.

Abstract: A hybrid vehicle which runs on power from at least one of an electric motor and an engine. When a required output exceeds a sum of an output of the electric motor which is driven by electric power supplied from a battery and an output of the engine while the hybrid vehicle is running on a drive mode in which at least the engine works as a drive source with a clutch engaged, a transmission ratio changing unit increases a ratio of electrical transmission to mechanical transmission of the output of the engine, and an engaging/disengaging control unit releases the clutch at a time point when the mechanically-transmitted output of the engine becomes 0, with the clutch engaged.

Abstract: The hybrid vehicle can have a heat engine driving a first pair of wheels and an electric motor on another pair of wheels. The electric motor is selected to have a greater power than the heat engine, such as corresponding to the maximum power requirement of the vehicle, whereas the heat engine can have a power corresponding to a cruise power requirement of the vehicle. A generator is coupled to the heat engine and can be designed to have a generator capacity corresponding to the power of the heat engine. The electric motor can be used for propulsion during city driving conditions, and the heat engine can be used for propulsion during long range highway conditions, for instance. The design can be considered a power split through the road approach.

Abstract: A monitoring system is for an electric vehicle and an electric vehicle supply equipment. The electric vehicle supply equipment is structured to communicate with the electric vehicle to charge the electric vehicle. The monitoring system includes a monitoring component structured to monitor communication and monitor energy or power flow between the electric vehicle supply equipment and the electric vehicle, a storage component cooperating with the monitoring component to store information corresponding to the monitored communication and the monitored energy or power flow between the electric vehicle supply equipment and the electric vehicle, and a power supply structured to power at least one of the monitoring component and the storage component.

Abstract: An electric machine arrangement for an electric axle of a motor vehicle has an electric machine. The electric machine is connected via a gearbox to at least one drive shaft which can be connected to a driven wheel of the motor vehicle. Further, the machine arrangement has a machine housing. The electric machine has a stator fixed to the housing and a rotor which is connected to an input element of the gearbox. The rotor is rotatably mounted on the machine housing by a first and a second rotor bearing section. The first rotor bearing section is connected to a machine output shaft which is connected to the input element of the gearbox. The machine output shaft is guided through the second rotor bearing section in a contactless fashion.

Abstract: A hybrid vehicle which runs on power from at least one of an electric motor and an engine. When a required output exceeds a sum of an output of the electric motor which is driven by electric power supplied from a battery and an output of the engine while the hybrid vehicle is running on a drive mode in which at least the engine works as a drive source with a clutch engaged, a transmission ratio changing unit increases a ratio of electrical transmission to mechanical transmission of the output of the engine, and an engaging/disengaging control unit releases the clutch at a time point when the mechanically-transmitted output of the engine becomes 0, with the clutch engaged.

Abstract: A method of operating a double clutch that is actuated by a hydrostatic actuating system having two clutch actuators assigned to two individual clutches and each clutch actuator including a pressure sensor for sensing the operating pressure of the respective clutch actuator, the method having the step of limiting a total actuating force of the double clutch in the event of a fault using the pressure values sensed by the pressure sensors.

Abstract: We provide a method for operating a navigation system for a motor vehicle in a road network, and to a navigation system. To this end, first a zone of the road network is provided with an emissions class-dependent drive-through restriction, wherein the motor vehicle is associated with at least one emissions class. First, information about the geographical location of the zone and about the emissions class at least required there is stored in the navigation system. Then, information about the at least one emissions class of the motor vehicle is entered into the navigation system. Thereafter, the information entered is considered in the destination guidance process, wherein destination guidance into or through the zone is avoided if the at least one emissions class of the motor vehicle is affected by emissions class-dependent drive-through restrictions in the zone.

Abstract: A method of operating a vehicle drive train, whereby the drive train comprises a drive unit, a transmission, and an all-wheel splitter having an automatically operating clutch, positioned between the transmission and the output. The clutch is operated in a continuous slip mode and in such a way that the all-wheel splitter splits the transmission output torque for variable torque distribution to driven axles. The splitting of the output torque to the driven axles is performed by a control unit, implemented into the all-wheel drive strategy, so that the output torque, less a predetermined nominal torque, is transferred to a first axle, and the nominal torque is transferred to a second axle. When defined operating conditions are met, a limiting of the torque, set by the drive unit, and/or the nominal torque, set by the all-wheel strategy, occurs to avoid a thermal overloading of the clutch of the all-wheel splitter.

Abstract: In a vehicle driving apparatus including a rotating electrical machine having a rotor and a case housing a power transmission device, a second projecting portion formed on a front cover member of the power transmission device is supported rotatably relative to a first projecting portion formed on a support wall of the case via a support bearing, a positioning fitting portion is provided to position a rotor support member for supporting the rotor relative to the front cover member in the radial direction, a torque transmitting coupling portion is provided on a radial direction outer side of the positioning fitting portion to couple the rotor support member and the front cover member so as to be capable of transmitting torque, and the positioning fitting portion and the torque transmitting coupling portion are respectively disposed to overlap a rotary support portion in an axial direction.

Abstract: A power output apparatus includes a control unit that controls an internal combustion engine, a generator, and an electric motor such that a required driving force is output to a drive shaft. The control unit learns an idle control amount, which is a control amount obtained during an idle operation of the internal combustion engine, in accordance with establishment of a predetermined learning condition when a rotation variation amount of the drive shaft is within a predetermined range including a value of zero, and does not learn the idle control amount when the rotation variation amount of the drive shaft is not within the predetermined range.

Abstract: A hybrid transfer case can include first and second output shafts adapted for connection to respective rear and front drivelines, a first input shaft adapted for connection to a transmission and for selective connection to the first output shaft, and a second input shaft that can be rotatably supported on the first input shaft and selectively connected to the first output shaft. The transfer case can further include a planetary gearset, a transfer system and an electric motor/generator. The planetary gearset can include a first member fixed for rotation with the first input shaft, a second member fixed for rotation with the second input shaft, and a third member. The transfer system can couple the second input shaft to the second output shaft, and the electric motor can selectively drive the third member.

Abstract: A dual-redundant propulsion-by-wire control architecture with robust monitoring is presented to increase system availability without compromising safety. The dual-redundant controllers are able to cross-monitor and self-monitor. Self monitoring is effected at the application level and built-in system tests are performed. The monitor functions are set as high priority tasks. The first controller controls operation of a first propulsion system, monitors operation of a second controller, and, self-monitors. The second controller controls operation of a second propulsion system, monitors operation of the first controller, and, self-monitors. Each controller is operable to identify faults occurring in the first and the second controller, and implement an alternate operating control scheme for the respective propulsion system when a fault is identified. The first controller is signally connected to the second controller by substantially redundant communications buses.

Abstract: An instruction value conversion section (31) of an operation target calculation section (30) converts an instruction signal from a joystick (25). In order to obtain a movement mode of a ship intended by an operator, a target propeller speed calculation section (32) calculates, using each converted value, target rotation speed of right and left propellers (13) and the propeller (14b) of a thruster (14). At a main engine operation control section (40), a slip rate determination section (41) calculates the slip rate U of a clutch mechanism (120) of a marine gear (12) in order to rotate the propellers (13) at the target rotation speed. A drive control section (42) controls operation of the main engine (11) and the clutch mechanism (120). Further, in a thruster operation control section (50), a drive control section (52) controls drive of the propeller (14b) in the rotational direction determined by an operation determining section (51).

Abstract: A drive unit includes an engine, a generator, an electric motor and a power distributing device. The engine drives the generator to generate electric power. The electric motor is driven by the electric power generated by the generator and rotates a drive wheel. The power distributing device distributes the drive power generated by the engine between the generator and the drive wheel. A crankshaft of the engine can extend in a transverse direction of the vehicle. The generator, the motor and the power distributing device are disposed on a shaft, which is different from the crankshaft and extends substantially parallel to the crankshaft. The power of the engine and the drive force of the motor are output from a portion of the shaft through the power distributing device and the rotor of the motor.

Abstract: A drive unit for motor vehicles with hybrid drive and a drive train in a longitudinal arrangement, between the internal combustion engine and the first axle, comprising a housing piece, a through driveshaft, an electric motor, surrounding the through driveshaft with a first clutch before the electric motor and a second clutch thereafter, whereby a second axle is also to be driven with minimal space requirement. A first electric motor is thus physically combined with the first clutch, surrounding a second electric motor and the through driveshaft and is connected to the second axle by means of a third clutch, an offset gear and a shaft.

Abstract: A method for steering and regulating a driving mechanism in motor vehicles having hybrid drive. A drive torque (M) desired by the driver is distributed to at least one electric motor (Em) and a combustion engine (Vm) so that therewith the driving mechanism of the vehicle can be steered, together with the hybrid functions. In a central digital unit (1), a resulting distribution degree of the torques (M_Em, M_Vm) of at least one electric motor and of the combustion engine is determined, the sum of the torque (M_Em, M_Vm) corresponding to the drive torque (M) desired by the driver. The resulting distribution degree takes into account here requirements according to the needed hybrid and driving mechanism functions.

Abstract: A hybrid-electric powertrain and control method for a vehicle having forward traction wheels and rearward traction wheels in an all-wheel drive configuration. An engine and an electric motor deliver power through delivery paths to the traction wheels. The power delivery paths may have multiple ratio gearing so that more power can be delivered mechanically to improve powertrain performance and to allow the electric motor size to be reduced. The powertrain may include a controller for automatically balancing power distribution to the forward and rearward traction wheels to avoid wheel slip.

Abstract: A vehicle motion control device adjusts vibrations occurring in components of a vehicle so as to control the motion of a vehicle having independent drive assemblies for front wheels and for rear wheels. The vehicle motion control device includes a base request torque calculation unit that calculates first and second base request torques in response to a request made by the driver of a vehicle. A correction torque calculation unit calculates first and second correction torques used to adjust vibrations in a low-frequency band and in a high-frequency band of the vibrations of the components of the vehicle. An internal combustion engine control unit and a motor generator control unit control an internal combustion engine and a motor generator so that the first and second base request torques are corrected with the first and second correction torques.

Abstract: At speeds of the vehicle lower than a predetermined speed, two rotors (19, 20) of a dual-rotor motor (17), rotating in opposite directions under the action of the same electromagnetic forces, drive the wheels (12, 13, 15, 16) of two drive axles (11, 14) respectively, driving the vehicle in a low-speed/four-wheel-drive mode, while an internal-combustion engine (45) drives an electric generator (52) or rests. The generator powers the dual-rotor motor, or charges an electric battery (56), or both. At speeds higher than the predetermined speed, the engine driving the generator also drives the wheels (12, 13) of the first drive axle (11), whereas under normal load the dual-rotor motor does not operate and the engine alone drives the vehicle in a high-speed/two-wheel drive mode, while under heavy load the dual-rotor motor, powered by the battery, operates and together with the engine drive the vehicle in a high-speed/four-wheel-drive mode.

Abstract: A kit and method for converting a locomotive from a first configuration to a second configuration having a different operational capability. The kit includes a traction assembly including a mechanical subassembly configured to mechanically couple a first axle of a truck to a traction system of the locomotive; and an electromotive subassembly configured to electromotively couple the first axle to the traction system of the locomotive via the mechanical subassembly. When the kit is installed in the locomotive, the locomotive is converted from the first configuration having the first axle uncoupled from the traction system and a second axle of the truck coupled to the traction system to the second configuration having the first axle coupled to the traction system and a second axle coupled to the traction system.

Abstract: A control device for a vehicular drive system including (a) a differential mechanism operable to distribute an output of an engine (8) to a first electric motor and a power transmitting member, (b) a second electric motor disposed in a power transmitting path between the power transmitting member and a drive wheel of a vehicle, and (c) a differential-state switching device operable to place the differential mechanism selectively in one of a differential state in which the differential mechanism is operable to perform a differential function and a locked state in which the differential mechanism is not operable to perform the differential function, the control device including an engine-stop switching control portion operable to control the differential-state switching device to place the differential mechanism in the differential state, upon stopping of the engine, so that the engine speed can be rapidly lowered to zero by controlling the first electric motor in the differential state of the differential mech

Abstract: A driving force switching control apparatus in a vehicle which runs by two-wheel drive or four-wheel drive in accordance with the running state. The apparatus includes a device for determining whether the vehicle runs at a constant speed; and a device for determining a drive system of the vehicle running at a constant speed to be the two-wheel drive or the four-wheel drive according to road surface conditions computed using rolling resistance. A threshold value for switching between the two-wheel drive and the four-wheel drive is changed in a manner such that a determination area where the four-wheel drive is selected increases according to increase in the rolling resistance. Sufficient driving force transmitted to the wheels can be secured even when the road surface condition varies, and accordingly, sufficient driving force is secured also when the running condition is changed from constant speed running to acceleration or deceleration running.

Abstract: A vehicle drive train and drive train system is provided to simplify wire harness including power cables and reduce power loss in an engine-motor hybrid vehicle drive train system. The drive train and system includes some wheels driven by an engine, and other wheels driven by a motorized machine. When the running load is large, for example, starting a vehicle or running on a climbing lane, the motorized machine is activated for driving wheels in order to assist the engine. When no motor assistances is needed (for example, in low to medium load running or deceleration), the motorized machine functions as a generator to convert mechanical energy from the wheels into electric energy. The motorized machine, inverter, capacitor device and controller are integrated into a unit and the unit is attached to a differential gear.

Abstract: A launch system for a hybrid vehicle includes a pump, an electronic throttle, a sensor, and a hybrid control module. The pump is driven by an internal combustion engine and provides pressurized fluid to a transmission. The electronic throttle selectively adjusts airflow to the internal combustion engine and current to an electric motor. The sensor detects when a brake pedal has been released. The hybrid control module increases pressure of the pressurized fluid and limits torque transfer from at least one of the internal combustion engine and the electric motor when the sensor detects that the brake pedal has been released until a predetermined condition has been met. The hybrid control module increases pressure of the pressurized fluid with the pump by increasing the revolutions of the internal combustion engine and limits torque to the transmission by retarding the responsiveness of the electronic throttle.