Having Chargeable Mechanical Accumulator (epo/jpo) Patents (Class 903/960)
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Patent number: 9031727Abstract: A vehicle running control device in a vehicle includes a power connecting/disconnecting device interrupting power transmission between an engine and drive wheels, the vehicle running control device providing free-run control of interrupting the power transmission with the power connecting/disconnecting device and stopping the engine during inertia running, the vehicle running control device being configured to determine a target vehicle deceleration at the start of the free-run control based on a vehicle speed and to estimate an estimated vehicle deceleration when the free-run control is started, before starting the free-run control, and when the estimated vehicle deceleration is closer to the target vehicle deceleration at the start of the free-run control, the free-run control being more easily provided.Type: GrantFiled: February 21, 2014Date of Patent: May 12, 2015Assignee: Toyota Jidosha Kabushiki KaishaInventors: Terufumi Miyazaki, Yukihiko Ideshio, Toshihiko Kamiya, Shingo Eto, Hironori Asaoka, Yasuyuki Kato
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Publication number: 20140338993Abstract: A flywheel module comprises a bypass transmission with three rotational members, and a flywheel connected to a first one of the rotational members. A second one of the rotational members is connected to the input/output. An electric machine which can function both as a motor and as a generator is connected to a third one of the rotational members. An actuator is provided for actuating the electric machine. A control unit is provided for driving the actuator, as well as an operator for operating the brake and the clutch.Type: ApplicationFiled: November 23, 2012Publication date: November 20, 2014Inventors: Roell Marie Van Druten, Alexander Franciscus Anita Serrarens, Bas Gerard Vroemen
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Publication number: 20140248993Abstract: A hybrid vehicle includes a combustion engine (2) with a driveshaft (4) for driving the wheels of at least one axle (7), at least one electrical machine (11, 12) for driving the wheels of this axle or at least one other axle (10), with the at least one electrical machine capable of being operated as a generator during a braking process and as a motor during an acceleration process, and a further electrical machine (18) which is coupled to the at least one electrical machine and includes a flywheel store which has a rotor (14) and is chargeable during a braking operation and dischargeable during an acceleration process. The rotor (14) can be mechanically coupled via at least one shiftable clutch (23) to the driveshaft (4) of the at least one axle (7) which can be driven by the combustion engine.Type: ApplicationFiled: September 21, 2012Publication date: September 4, 2014Inventors: Johannes Dawidziak, Steffen Clement, Markus Schiefer
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Publication number: 20140231165Abstract: A vehicle driving system 1 includes a first motor/generator M/G1 which is mechanically connected to either of front wheels Wf and rear wheels Wr of a vehicle, a second motor/generator M/G2 which is electrically connected with the first motor/generator M/G1, and a flywheel FW which is mechanically connected with the second motor/generator M/G2 and which stores kinetic energy. The second motor/generator M/G2 is mechanically connected to the other of the front wheels Wf and the rear wheels Wr of the vehicle.Type: ApplicationFiled: September 14, 2012Publication date: August 21, 2014Applicant: HONDA MOTOR CO., LTD.Inventor: Takeshi Hori
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Publication number: 20140014431Abstract: The invention relates to a motor vehicle having three motors, i.e. an electric motor, hydraulic motor, and heat engine, and to a method for managing the energy stored onboard. The three motors (19, 25, 15) are particularly used for driving the vehicle, and are associated with means for storing electrical energy (21), hydraulic energy (28, 29), and fossil energy (18), respectively. The heat engine (15) is arranged so as to be connected in series and so as to recharge the means (28, 29) for storing hydraulic energy, but not the means (21) for storing electrical energy. During travel, the means (21) for storing electrical energy is not recharged by the heat engine (15) which can recharge the means (28, 29) for storing hydraulic energy of the hydraulic motor.Type: ApplicationFiled: February 17, 2012Publication date: January 16, 2014Applicant: SOCIETE ALBIGEOISE DE FABRICATION ET DE REPARATION AUTOMOBILE - SAFRAInventors: Olivier Rodi, Alain Miklitarian, Dominique Delamour, Richard Chene
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Patent number: 8626369Abstract: A system and method for charging a metal-air battery pack at the maximum possible rate while maintaining an ambient oxygen concentration below a preset concentration is provided, thereby minimizing the risks associated with generating oxygen during the charging cycle.Type: GrantFiled: September 22, 2010Date of Patent: January 7, 2014Assignee: Tesla Motors, Inc.Inventors: Weston Arthur Hermann, Jeffrey Brian Straubel, David G. Beck
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Patent number: 8244421Abstract: When the low SOC control request is output and the catalyst warming request is not output, the low SOC control mode is set as a control mode and the state of charge (SOC) of the battery is controlled according to the managing center SOC* set as the smaller value S2 than the value S1 for the normal time. When the catalyst warming request is output, the catalyst warming mode is set as a control mode regardless of the low SOC control request and the engine is controlled to perform the self sustained operation (no-load operation) at the idling rotation speed Nidl with the spark-retard state. Namely, when the battery temperature is low and the catalyst temperature is also low, the catalyst warm-up is given a higher priority than the low SOC control and prevents the exhaust emission from becoming worse.Type: GrantFiled: May 12, 2008Date of Patent: August 14, 2012Assignee: Toyota Jidosha Kabushiki KaishaInventors: Takanori Aoki, Koji Yamamoto
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Patent number: 8050851Abstract: In a hybrid vehicle, once an engine is started in response to prohibition of an operation stop of the engine based on a deterioration factor, the operation stop of the engine is not allowed irrespective of the value of the deterioration factor D until elapse of a certain time period since the start of the engine. The deterioration factor has an increase according to discharge of a battery and a decrease according to charge of the battery and represents start of deterioration of the battery when exceeding a specific reference value. Such prohibition of the engine operation stop prevents a stop of the engine within a relatively short time period after a start of the engine based on the deterioration factor. This arrangement effectively prevents the driver from feeling odd and uncomfortable due to frequent stops and starts of the engine based on the deterioration factor, which is not apparently correlated to the driver's accelerating operations.Type: GrantFiled: January 30, 2009Date of Patent: November 1, 2011Assignees: Toyota Jidosha Kabushiki Kaisha, Aisin AW Co., Ltd.Inventors: Takanori Aoki, Tomokazu Nomura
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Patent number: 7946951Abstract: During a standstill, a prescribed rotation speed N3, which is lower than a prescribed rotation speed N2 used during a travel at a low vehicle speed, is set as a minimum rotation speed Nemin (S410), and when a demand for an idle operation has been made (S490), the minimum rotation speed Nemin is set as a target rotation speed Ne* and the value 0 is set as a target torque Te* (S500), whereby an engine is controlled. As a result of this, it is possible to improve the fuel consumption of a vehicle when the engine is operated at idle at standstill compared to a case where the engine is operated at idle at the minimum rotation speed Nemin for which the prescribed rotation speed N2 is set regardless of whether or not the vehicle is at a standstill.Type: GrantFiled: February 19, 2008Date of Patent: May 24, 2011Assignees: Toyota Jidosha Kabushiki Kaisha, Denso Corporation, Aisin AW Co., Ltd.Inventors: Akihiro Kimura, Toshiya Hashimoto, Shunsuke Oyama, Masaya Yamamoto, Kiyoshiro Ueoka, Noriaki Ikemoto, Masaki Nomura
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Publication number: 20110114406Abstract: A flywheel energy storage system for a vehicle, comprising a first shaft, a second shaft operatively coupled to the first shaft and to the vehicle's drivetrain, a flywheel operatively coupled to the first shaft, and a motor operatively coupled to the first shaft and electrically coupled to a power source, the motor being adapted to receive energy from the vehicle's electrical system and the flywheel energy storage system being adapted to transfer energy to the vehicle's drive system.Type: ApplicationFiled: January 25, 2011Publication date: May 19, 2011Inventors: Charles GIBSON, Dolleva Rogers
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Publication number: 20100152938Abstract: When the low SOC control request is output and the catalyst warming request is not output, the low SOC control mode is set as a control mode and the state of charge (SOC) of the battery is controlled according to the managing center SOC* set as the smaller value S2 than the value S1 for the normal time. When the catalyst warming request is output, the catalyst warming mode is set as a control mode regardless of the low SOC control request and the engine is controlled to perform the self sustained operation (no-load operation) at the idling rotation speed Nidl with the spark-retard state. Namely, when the battery temperature is low and the catalyst temperature is also low, the catalyst warm-up is given a higher priority than the low SOC control and prevents the exhaust emission from becoming worse.Type: ApplicationFiled: May 12, 2008Publication date: June 17, 2010Inventors: Takanori Aoki, Koji Yamamoto
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Publication number: 20100151989Abstract: A hydraulic energy storage system (comprising a hydraulic pump/motor, a high pressure hydraulic accumulator, a low pressure hydraulic accumulator/reservoir, and interconnecting hydraulic lines) is incorporated into a EV, HEV, or PHEV to provide hydraulic regenerative braking and propulsive assistance for the vehicle. Implementation of the low cost and long-lasting hydraulic energy storage system in the vehicle, together with the electric energy storage system (comprising a motor/generator and battery pack) of the vehicle, allows significantly reduced demands and higher operating efficiencies for the battery pack, thereby facilitating a more cost-effective, efficient and/or durable overall energy storage system for the vehicle.Type: ApplicationFiled: February 24, 2010Publication date: June 17, 2010Inventor: David H. Read
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Patent number: 7588108Abstract: A method of controlling a vehicle driving system adapted to accumulate power output intermittently from a thermal engine in a flywheel as rotational energy and only a necessary part of the accumulated energy is taken out to the output shaft of a power dividing type power transmission unit. Thermal engines to which the present invention is applicable include internal-combustion engines and external-combustion engines.Type: GrantFiled: March 13, 2006Date of Patent: September 15, 2009Inventor: Takayuki Miyao
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Publication number: 20090171521Abstract: In an AC link type boosting device, DC terminals of two voltage inverters are connected each other in series in additive polarity and plural AC terminals of each of the voltage inverters are connected to a transformer. The two voltage type inverters are AC linked to each other via the transformer. An external voltage applied between the DC terminals of the AC link type booster is divided by the voltage-type inverters.Type: ApplicationFiled: November 22, 2006Publication date: July 2, 2009Applicant: KOMATSULTD.Inventors: Atsushi Moki, Katsuji Iida
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Publication number: 20090055061Abstract: A power device for motor vehicles installed on a motor vehicle with an internal combustion engine is composed of a first variable displacement hydraulic activator (107), a second variable displacement hydraulic activator (108), a planetary gear mechanism (103) and a mechanical transmission (104). The power device further includes a hydraulic control device (109) and an electronic control device (112) which are used to control the first and second variable displacement hydraulic activators. The control device may carry out the following controls, that is, during the period when the engine outputs power, part of mechanical energy is converted into electric energy via the motor to be stored in the chargeable cell when the power requirement from the motor vehicle increases.Type: ApplicationFiled: September 5, 2008Publication date: February 26, 2009Inventor: Raphael Zhu
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Patent number: 7291093Abstract: In a motor vehicle having a planetary gear mechanism linked to an engine, a first motor, and a drive shaft and having a second motor attached to the drive shaft via a transmission, in a Lo gear position of the transmission, the control procedure of the invention drives the engine intermittently corresponding to a preset engine power demand Pe* (steps S170 and S230). In a Hi gear position of the transmission, the control procedure keeps the engine in load operation (step S330). When a relatively large driving force is required in the Hi gear position of the transmission, the drive control of the invention enables quicker output of the required driving force to the drive shaft, compared with the output of the driving force from the operation stop state of the engine.Type: GrantFiled: December 5, 2005Date of Patent: November 6, 2007Assignees: Toyota Jidosha Kabushiki Kaisha, Aisin AW Co., Ltd.Inventors: Masaya Yamamoto, Kiyoshiro Ueoka, Kensuke Kamichi, Yoichi Tajima, Kazuomi Okasaka