РАБОЧАЯ МАШИНА, В ЧАСТНОСТИ САМОСВАЛ ИЛИ ГРУЗОВИК

Изобретение относится к транспортным средствам. Рабочая машина, имеющая дизель-электрический тяговый привод, содержащий двигатель внутреннего сгорания, генератор переменного тока, комплект силовой электроники, имеющей модульную конструкцию, а также электромотор, интегрированный в задний ведущий мост, приводящий в движение заднее колесо и соединенный с ним. Двигатель установлен в рабочей машине в продольном направлении спереди относительно заднего ведущего моста. Силовая электроника расположена рядом с задним ведущим мостом рабочей машины, между параллельными продольными балками рамы рабочей машины и в продольном направлении сзади относительно выходного вала двигателя. Силовая электроника разделена на два или более функциональных модулей. Каждый модуль расположен в своем собственном индивидуальном инкапсулированном корпусе. Каждый корпус выполнены с возможностью индивидуальной установки и демонтажа. Достигается возможность замены модулей силовой электроники. 3 н. и 9 з.п. ф-лы, 11 ил.

СПОСОБ УПРАВЛЕНИЯ АККУМУЛЯТОРНОЙ БАТАРЕЕЙ В ТРАНСПОРТНОМ СРЕДСТВЕ С ГИБРИДНЫМ ЭЛЕКТРИЧЕСКИМ ПРИВОДОМ

Группа изобретений относится к транспортному средству с гибридным электрическим приводом и способу его эксплуатации. Транспортное средство содержит шасси с колесами, силовую передачу, переключатель зажигания, аккумуляторную батарею, контроллер. Силовая передача содержит двигатель внутреннего сгорания и электрический двигатель/генератор. Способ заключается в том, что посредством контроллера избирательно используют двигатель/генератор в качестве двигателя и в качестве генератора. При переключении переключателя зажигания из выключенного положения во включенное положение выполняется алгоритм выбора стратегии управления аккумуляторной батареей. Алгоритм выбора стратегии управления выполняется в соответствии с калибруемым параметром. Калибруемый параметр устанавливается для транспортного средства на конкретное значение из множества значений. Первое из значений калибруемого параметра служит для выбора стратегии управления, которая действовала при последнем переключении переключателя зажигания ...

Hybridfahrzeug, Steuerungsverfahren für Hybridfahrzeug, und Steuerung für Hybridfahrzeug

Ein Hybridfahrzeug beinhaltet eine Brennkraftmaschine, eine Rotations-Elektromaschine, eine elektrische Speichereinheit, eine Energieversorgungseinheit und eine Steuerung. Die Steuerung führt eine Umschaltsteuerung aus, um von einer ersten elektrischen Energieversorgung auf eine zweite elektrische Energieversorgung umzuschalten, indem die Brennkraftmaschine gestartet wird. Die erste elektrische Energieversorgung ist die Zufuhr an elektrischer Energie von der elektrischen Speichereinheit zu der elektrischen Einheit. Die zweite elektrische Energieversorgung ist die Zufuhr an elektrischer Energie von der Rotations-Elektromaschine zu der elektrischen Einheit. Die Steuerung steuert die Energieversorgungseinheit und die Brennkraftmaschine so, dass die Brennkraftmaschine gestartet wird, während die erste elektrische Energieversorgung während der Umschaltsteuerung fortgeführt wird.

Hybrid drive combining internal combustion engine and electrical machine

The hybrid drive includes an internal combustion engine (1) and an electrical machine (11) with rotor and stator in a casing (21) connected to the internal combustion engine. The internal combustion engine and the machine can be connected by a friction coupling (7). The casing has a casing part (23) which carries the friction coupling and the electrical machine. This casing part has a partition wall separating the electrical machine from heat producers such as the internal combustion engine. Insulation (27) is also fitted between the head producers (31) and the electrical machine.

Antriebsvorrichtung für Hybridfahrzeug

Antriebsanordnung für Fahrzeug mit Hybridantrieb

Motorkontrollvorrichtung für Hybridfahrzeug

Fahrzeugsteuerungsvorrichtung

Es wird eine geeignete Fahrzeugstabilitätssteuerung in einem Fahrzeug ermöglicht, das konfiguriert ist, eine Regenerationsverbesserungssteuerung auszuführen. Eine Vorhersageverlangsamungs-Unterstützungssteuerungseinheit (70) ist konfiguriert, eine Position, an der vorhergesagt wird, dass das Fahrzeug eine Verlangsamung beendet, als eine Sollverlangsamungsendposition einzustellen, und einen Fahrer zum Freigeben eines Fahrpedals anzuleiten, so dass die Verlangsamung des Fahrzeugs an der Sollverlangsamungsendposition beendet wird, wodurch eine Regenerationsverbesserungssteuerung unter einem Zustand ausgeführt wird, bei dem das Fahrpedal freigegeben ist, um eine größere Verlangsamung als in einem normalen Zustand zu erzeugen. Die Vorhersageverlangsamungs-Unterstützungssteuerungseinheit (70) ist konfiguriert, ein Fahrzeugstabilitätssteuerungs-Flag (F) aus einer Brems-ECU (60) zu lesen, und die Regenerationsverbesserungssteuerung zu stoppen, wenn die Fahrzeugstabilitätssteuerung ausgeführt wird ...

Antriebssystem für Fahrzeug und Steuerverfahren desselben

Ein Antriebssystem ist für ein Fahrzeug geliefert, das eine Kraftmaschine, einen Antriebsmotor, der mit der Kraftmaschine verbunden ist und eine Antriebskraft erzeugt, und ein Getriebe enthält, das eine von dem Antriebsmotor erzeugte Antriebskraft empfängt und eine Richtung der Antriebskraft ändert. Zudem verbindet eine Kupplung selektiv zwischen dem Antriebsmotor und dem Getriebe und eine Steuerung betätigt den Antriebsmotor und das Getriebe. Die Steuerung bestimmt, ob eine Bedingung zum Schalten zur Richtungsumkehrung erfüllt wird, und führt ein Schalten zur Richtungsumkehrung unter Verwendung des Antriebsmotors durch, wenn die Bedingung zum Schalten zur Richtungsumkehrung erfüllt wird.

Temperaturregler für eine Fahrzeugbatterie

Antriebsanordnung

Transmission, vehicle, hybrid vehicle and unit for controlling and for switching between first and second power transmission processes consists of electric motor, a differential gearing mechanism and power coupling mechanism

A first power transmission process transmits an IC motor engine's (11) power output to a vehicle's drive shaft (15) via planetary gearing (18) linked to an electric motor (13). A second power transmission process transmits the motor engine's power output to the drive shaft via toothed gearing (16,17). A power transmission changeover device switches between first and second power transmission processes.

Antriebsvorrichtung und Verfahren zur Steuerung desselben

Antiphase damping system for ic engine drive train

A drive arrangement for a motor vehicle includes an internal combustion engine with a crankshaft which is selectively connectable to an output drive shaft via an interposed clutch system. The clutch system has at least two flywheel masses which are rotatable relative to each other. A first flywheel mass comprises at least one primary flange which is permanently connected to the crankshaft. The clutch system also includes an electric machine which has a rotor with a rotor carrier, the electric machine being arranged in the clutch system so that the primary flange is part of the rotor carrier.

A vehicle motor alignment

Drive unit for hybrid vehicle

Differential gear

Hybrid electiec vehicle powertrain with four-wheel drive characteristics

DRIVE UNIT OF A VEHICLE

ELECTRIC MOTOR DRIVE AXLE WITH INTEGRATED REDUCTION AND DIFFERENTIAL GEARING

ÜBERTRAGUNGSELEMENT FOR PARALLELS A HYBRID DRIVE STRAND

DRIVE UNIT F�R HYBRID VEHICLE

Motor vehicle

FRONT END MOTOR-GENERATOR SYSTEM AND HYBRID ELECTRIC VEHICLE OPERATING METHOD

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When ...

POWER OUTPUT APPARATUS AND METHOD OF CONTROLLING THE SAME

A power output apparatus (20) includes an engine (50), a clutch motor (30) having rotors (31 and 33) respectively linked with a crankshaft (56) and a drive shaft (22), an assist motor (40) attached to a rotor-rotating shaft (38), a first clutch (45) for connecting and disconnecting the rotor-rotatin g shaft (38) to and from the crankshaft (56), a second clutch (46) for connecting and disconnecting the rotor-rotating shaft (38) to and from the drive shaft (22), and a controller (80) for controlling the motors (30 and 40). The controller (80) operates the clutches (45 and 46) according to the states of the engine (50) and the drive shaft (22) and changes the connectio n of the rotor-rotating shaft (38), so as to enable power output from the engi ne (50) to be efficiently converted by the motors (30 and 40) and output to the drive shaft (22).

WORK MACHINE WITH TORQUE LIMITING CONTROL FOR AN INFINITELY VARIABLE TRANSMISSION

A work machine includes an internal combustion (IC) engine having an output, and an infinitely variable transmission (IVT) coupled with the IC engine output. The IVT includes a hydraulic module and a mechanical drivetrain module. A pressure transducer is associated with and provides an output signal representing a hydraulic pressure within the hydraulic module. At least one electrical processing circuit is configured for controlling the IC engine output, dependent upon the output signal from the pressure transducer.

HYBRID SYSTEM

A hybrid system includes a hybrid module that is located between an engine and a transmission. The hybrid system includes an energy storage system for storing energy from and supplying energy to the hybrid module. An inverter transfers power between the energy storage system and the hybrid module. The hybrid system also includes a cooling system, a DC-DC converter, and a high voltage tap. The hybrid module is designed to recover energy, such as during braking, as well as power the vehicle. The hybrid module includes an electrical machine (eMachine) along with electrical and mechanical pumps for circulating fluid. A clutch provides the sole operative connection between the engine and the eMachine. The hybrid system further incorporates a power take off (PTO) unit that is configured to be powered by the engine and/or the eMachine.

Power conversion device and vehicle equipped therewith

Electric drive of mobile apparatus

INFINITELY VARIABLE TRANSMISSION HAS DERIVATION OF POWER HAS TWO OPERATING PROCESSES COMPRISING THREE EPICYCLIC GEARS

ELEMENT OF TRANSMISSION FOR A CHAIN OF TRACTION OF THE HYBRID TYPE PARALLEL

DOMINATING A BASE [...] BETWEEN AN ELECTRIC MOTOR AND AN INTERNAL COMBUSTION ENGINE

Une partie centrale de soubassement (10) de caisse structurelle de véhicule automobile comprend un ensemble de premiers éléments d'interface permettant le montage sur la partie centrale de soubassement (10) de composants d'un premier type associés au fonctionnement d'un moteur thermique d'entraînement (11) du véhicule destiné à être monté sur une partie structurelle arrière (100) de la caisse structurelle solidaire de la partie centrale de soubassement (10), et un ensemble de deuxièmes éléments d'interface permettant le montage sur la partie centrale de soubassement (10) de composants d'un deuxième type associés au fonctionnement d'un moteur électrique d'entraînement (12) du véhicule destiné à être monté sur ladite partie structurelle arrière (100).

GEAR BOX, OF THE TYPE HAS GEARS, HAS ELECTRIC MACHINE INTEGREE.

L'invention concerne une boîte de vitesses, par exemple une boîte de vitesses à engrenages, caractérisée en ce qu'elle comprend au moins deux arbres, par exemple un arbre d'entraînement (4) de boîte qui peut être entraîné par un moteur à combustion (2) au moyen d'un vilebrequin, un arbre de sortie (6) de boîte de vitesses, et éventuellement un arbre intermédiaire (5), une série de paires d'engrenages, et une machine électrique (45) qui comprend au moins un rotor et un stator et qui peut être mise en service au moyen d'un accouplement d'au moins l'un des arbres. De préférence, la machine électrique (45) peut être commutée entre les au moins deux arbres (4, 5, 6) et, de préférence, la machine électrique (45) réduit une interruption de la force de traction, lors d'un processus de changement de la démultiplication de la boîte, en communiquant un couple à l'arbre de sortie.

HYBRID VEHICLE

A hybrid vehicle having a hybrid power unit mounted on the vehicle frame, the hybrid power unit comprising: an engine configured in such a manner that a part of the engine body is formed by the crankcase for rotatably supporting the crankshaft; a transmission for changing the speed of drive power transmitted from the crankshaft; and an electric motor capable of transmitting drive power to the transmission. The electric motor (9) is attached to the front face of the engine body (11A) at the lower part thereof. As a result of the configuration, the positioning of the electric motor does not raise the center of gravity and the electric motor can be sufficiently cooled utilizing relative wind.

MOTOR VEHICLE

L'invention concerne un véhicule automobile comportant en particulier au moins un dispositif d'entraînement, spécialement un moteur à combustion interne, servant à produire une grandeur d'entrée, en particulier un couple d'entrée, et comportant également au moins un arbre de sortie auquel une grandeur de sortie, en particulier un nombre de tours de sortie, peut être transmise.

ELECTRIC MACHINE WITH AT LEAST ONE CLUTCH

The invention relates to an electric machine which can be operated as desired as a motor and as a generator and can in particular be fitted in the drive train of a motor vehicle with a hybrid drive, with a stator (2) and a rotor (1) of essentially cylindrical shape and an air gap (9) in the shape of a cylindrical jacket between the stator (2) and the rotor (1) and with at least one integrated engageable clutch (3, 4) for torque transmission. According to the invention, the features of the electric machine are that the rotor (1) is fitted externally (outside rotor machine) and the clutch (3 and/or 4) is fitted inside the internal stator (2).

POWER OUTPUT APPARATUS AND METHOD OF CONTROLLING THE SAME

A power output apparatus (20) includes an engine (50), a clutch motor (30) having rotors (31 and 33) respectively linked with a crankshaft (56) and a drive shaft (22), an assist motor (40) attached to a rotor-rotating shaft (38), a first clutch (45) for connecting and disconnecting the rotor-rotating shaft (38) to and from the crankshaft (56), a second clutch (46) for connecting and disconnecting the rotor-rotating shaft (38) to and from the drive shaft (22), and a controller (80) for controlling the motors (30 and 40). The controller (80) operates the clutches (45 and 46) according to the states of the engine (50) and the drive shaft (22) and changes the connection of the rotor-rotating shaft (38), so as to enable power output from the engine (50) to be efficiently converted by the motors (30 and 40) and output to the drive shaft (22).

Electrodynamic drive train

A method for starting an internal combustion engine (4) in a vehicle equipped with an electrodynamic drive system (2), which is comprised of an electric motor (24) and a planetary transmission (14) between the internal combustion engine (4) and a manual transmission (6) with an input shaft (28), provides that first the electric motor (24) is accelerated to a speed that is fundamentally sufficient to start the internal combustion engine (4); this is followed by a controlled closing of a brake (32) designed to halt the rotation of the input shaft (28) of the manual transmission (6) against a stationary housing component (34), whereby a level of torque that represents the sum of electromotive torque and rotational torque of the rotating components acts upon the internal combustion engine (4).

POWERTRAIN WITH MOTOR GENERATOR ROTOR HAVING TORQUE TRANSMISSION MOUNTING RING

A powertrain includes a rotary input member such as an engine crankshaft, a torque coupling such as a hydraulic torque converter, a drive plate, such as a flex plate or spider, connecting the input member to the coupling, and an annular generator rotor having an electrical power annulus, such as an annular induction member extending around the coupling, and a mounting ring fixed to the power annulus and including means extending inward for securing the mounting ring to the coupling and to the drive plate. Several embodiments of mounting rings and assemblies are disclosed which improve methods for assembly of the powertrain.

Electric drive motor axle with integrated reduction and differential gearset

A drive axle adapted for use in hybrid vehicles and having an electric motor and a gearbox packaged within a common housing assembly. The gearbox includes a differential assembly driven by a planetary-type reduction unit. The reduction unit includes a first planetary gearset having a first sun gear driven by the motor, a first ring gear, and a set of first planet gears meshed with the first sun gear and the first ring gear. A first planet carrier is non-rotatably fixed to a stationary number and rotatably supports the first planet gears. A second planet gearset includes a second sun gear fixed for rotation with the first ring gear, a second ring gear non-rotatably fixed to the stationary member, and a set of second planet gears rotatably supported from a second planet carrier and which mesh with the second sun gear and the second ring gear.

Power train for use in motor vehicles and the like

The output shaft of a combustion engine and/or the input shaft of a transmission in the power train of a motor vehicle is directly or indirectly connected to or connectable with the rotor of an electric machine. The stator of the electric machine surrounds the rotor and the latter surrounds, at least in part, a gearing and/or a clutch for and/or another constituent of the transmission. Such design contributes to compactness of the power train.

High power cable aligning device for electric vehicle

A high power cable (53A, 53B) connects an electric terminal (51A, 51B) of a transaxle case (45) housing an electric motor (4) coupled to a drive shaft S and an electric terminal (52A, 52B) of an inverter housing (40) which supplies power to the electric motor (4) in a hybrid drive vehicle. A holder (54A, 54B) is provided which holds the high power cable (53A, 53B) in a curved shape in the axial direction of the drive shaft. The holder (54A, 54B) releases the high power cable (53A, 53B) when a predetermined external force acts on the high power cable (53A, 53B) toward the front of the vehicle.

Drive axle for hybrid vehicle

An electric drive axle for use in hybrid vehicles has an electric motor driving a compact gearbox. The gearbox includes a planetary reduction unit and a differential assembly. The planetary reduction unit has a sun gear driven by the electric motor, and compound planet gears supported from a planet carrier which have a first gear segment meshed with a fixed first ring gear and a second gear segment meshed with a second ring gear. The sun gear is also meshed with one of the first and second gear segments of the compound planet gears. The second ring gear drives the differential which transfer motive power to a pair of output shafts adapted for connection to one set of wheels. When used with a conventional engine-based powertrain for the other set of wheels, the electric drive axle establishes a four-wheel drive powertrain for the hybrid vehicle. The electric motor and gearbox are mounted in a common housing assembly to provide a compact drive axle assembly.

HYBRID SYSTEM

A hybrid system includes a hybrid module that is located between an engine and a transmission. The hybrid system includes an energy storage system for storing energy from and supplying energy to the hybrid module. An inverter transfers power between the energy storage system and the hybrid module. The hybrid system also includes a cooling system, a DC-DC converter, and a high voltage tap. The hybrid module is designed to recover energy, such as during braking, as well as power the vehicle. The hybrid module includes an electrical machine (eMachine) along with electrical and mechanical pumps for circulating fluid. A clutch provides the sole operative connection between the engine and the eMachine. The hybrid system further incorporates a power take off (PTO) unit that is configured to be powered by the engine and/or the eMachine.

CHARGE/DISCHARGE SYSTEM

A charge/discharge system includes a controller to control an electric power converter placed between a capacitor and a secondary battery connected in parallel. The controller includes: a request power calculation unit configured to calculate request input/output power for the electric motor generator based on current and voltage of the capacitor and input output current of the electric power converter; a capacitor discharging bias factor map configured to specify a ratio of electric power to be supplied from the capacitor to the electric motor generator to the request input power of the electric motor generator; a capacitor charging bias factor map configured to specify a ratio of electric power to be stored in the capacitor from the electric motor generator to the request output power of the electric motor generator; and a subtraction unit configured to calculate charge/discharge power of the secondary battery by subtracting, from the request input/output power, the charge/discharge power ...

VEHICLE

A vehicle has a motor and an engine each serving as a driving source for running the vehicle, and assembled batteries each capable of supplying an electric power to the motor. The assembled batteries include a high-power assembled battery and a high-capacity assembled battery. The high-power assembled battery is capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery, and the high-capacity assembled battery has an energy capacity relatively larger than that of the high-power assembled battery. In running of the vehicle using an output from the motor with the engine stopped, the high-capacity assembled battery supplies a more electric power to the motor than that in the high-power assembled battery. The high-power assembled battery is placed in a riding space where a passenger rides, and the high-capacity assembled battery is placed in a luggage space different from the riding space. 1. A vehicle comprising:a motor and an engine each serving as a driving source for running the vehicle; anda high-power assembled battery and a high-capacity assembled battery each capable of supplying an electric power to the motor and constituted by secondary batteries, respectively,the high-power assembled battery being capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery,the high-capacity assembled battery having an energy capacity relatively larger than that of the high-power assembled battery,in running of the vehicle using an output from the motor with the engine stopped, the high-capacity assembled battery supplying a more electric power to the motor than that in the high-power assembled battery,wherein the high-power assembled battery is placed in a riding space where a passenger rides, andthe high-capacity assembled battery is placed in a luggage space different from the riding space.2. The vehicle according to claim 1 , wherein claim 1 , in running of the ...

Power output apparatus, motor vehicle including power output apparatus and control methods thereof

At a time of backward movement, a ring gear shaft, and thus a front axle, is disconnected from a planetary gear by a clutch, and a carrier and a ring gear, and thus, a crank shaft and a sun gear shaft, are connected to each other by the clutch, whereby a hybrid motor vehicle is constructed as a series-type hybrid electric motor vehicle, thereby outputting a torque in accordance with a depressed amount of an accelerator pedal to the front axle and a rear axle by a motor MG2 and a motor MG3 at a suitable torque distribution for backward movement. When a state of charge of a battery is small, power is generated by a motor MG1 using a power obtained by driving an engine so as to be supplied to the motor MG2 and the motor MG3.

Arrangement for fastening modules to a support in a motor vehicle

An air inlet (21) is provided at the bottom of a vehicle to open downwardly. The air inlet (21) is connected by a first tube (22) to an air cooler (23) for a PDU (9) and a down converter (10). A fan (24) for inputting the flow of air and turning its direction 90 degrees is connected at the downstream of the air cooler (23). The fan (24) is further connected by a second tube (25) to an exhaust outlet (26). The air inlet (21) is located above a fuel tank (17) thus to prevent any object jumping up from the road surface from straightforwardly entering the air inlet (21) while the vehicle is running. The exhaust outlet (26) is located above a silencer (19) and can thus be prevented from being frozen in the winter. Using the above arrangement, the present invention embodies an air-intaking and exhausting apparatus in an air cooling system for air cooling the PDU (9) and the down converter (10) at higher efficiency without the help of the air cooler mounted in the interior of the vehicle.

A hybrid car and an operating method therefor

A hybrid car comprises an electric motor for driving the vehicle, an internal combustion engine for power generation, and auxiliary machineries such as an air conditioner. If an air conditioner operating switch is turned on while the hybrid car is running, engine operation is started after the temperature of a catalyst is increased to a predetermined value, and the air conditioner for use as an auxiliary machinery is driven by the engine. The hybrid car is improved in cruising range and power performances as compared with an arrangement in which the auxiliary machineries are driven by means of a battery which is connected to the electric motor. ...

GEARBOX FOR A MOTOR VEHICLE, ESPECIALLY A GEARBOX WITH A DUAL CLUTCH AND METHOD FOR OPERATING SAID GEARBOX

APPROACHING VEHICLE DETECTION APPARATUS, AND DRIVE ASSIST SYSTEM

ГИБРИДНАЯ СИЛОВАЯ УСТАНОВКА (ВАРИАНТЫ) И СПОСОБ УПРАВЛЕНИЯ МОЩНОСТЬЮ ГИБРИДНОЙ СИЛОВОЙ УСТАНОВКИ (ВАРИАНТЫ)

Изобретение относится к гибридным силовым установкам. Установка по первому варианту содержит первый накопитель энергии, тяговый приводной двигатель, второй накопитель энергии, систему управления, вспомогательную силовую установку, включающую в себя двигатель и генератор. Система управления предназначена для управления работой вспомогательной силовой установки на основании оценки двигателя и генератора. Система по второму варианту содержит накопитель энергии, силовой двигатель, встроенный источник энергии, систему управления, которая управляет работой встроенного источника энергии на основании оценки двигателя и генератора. Накопитель энергии осуществляет подачу дополнительной мощности на силовой двигатель дополнительно к встроенному источнику энергии. Способ по первому варианту содержит этапы, на которых осуществляют подачу мощности к тяговому приводному двигателю от первого накопителя энергии, подачу дополнительной мощности от второго накопителя энергии, осуществляют заряд первого накопителя ...

РАБОЧАЯ МАШИНА, В ЧАСТНОСТИ САМОСВАЛ ИЛИ ГРУЗОВИК

Изобретение относится к рабочей машине, в частности, в виде самосвала или грузовика. Рабочая машина имеет жесткую раму транспортного средства. Рама включает в себя две балки. Балки поддерживают приводную ведущую ось, дизель-электрический тяговый привод. Тяговый привод содержит по меньшей мере один двигатель внутреннего сгорания, по меньшей мере один генератор переменного тока, по меньшей мере один комплект силовой электроники, а также по меньшей мере один электродвигатель. Силовая электроника по меньшей мере частично расположена в области приводной ведущей оси рабочей машины. По меньшей мере один генератор переменного тока, силовая электроника, а также по меньшей мере один электродвигатель расположены на транспортном средстве один за другим в направлении движения. Генератор переменного тока, силовая электроника по меньшей мере частично находятся вблизи или между двумя балками рамы транспортного средства. Силовая электроника по меньшей мере частично расположена между генератором переменного ...

РАБОЧАЯ МАШИНА С РЕГУЛИРОВАНИЕМ, ОГРАНИЧИВАЮЩИМ КРУТЯЩИЙ МОМЕНТ БЕССТУПЕНЧАТОЙ ТРАНСМИССИИ

... 1. Рабочая машина, содержащая: ! двигатель внутреннего сгорания, имеющий выходной вал; ! бесступенчатую трансмиссию, соединенную с выходным валом двигателя внутреннего сгорания, при этом бесступенчатая трансмиссия содержит гидравлический блок и блок механического привода ведущих колес; ! датчик давления, соединенный с гидравлическим блоком и обеспечивающий выходной сигнал, представляющий гидравлическое давление в гидравлическом блоке; и по меньшей мере, одну электронную цепь обработки данных, выполненную с возможностью управления выходным валом двигателя внутреннего сгорания в зависимости от выходного сигнала от датчика давления. ! 2. Машина по п.1, дополнительно содержащая устройство регулирования подводимого крутящего момента, сообщающееся с, по меньшей мере, одной электронной цепью обработки данных и обеспечивающее выходной сигнал на нее, при этом, по меньшей мере, одна электронная цепь обработки данных выполнена с возможностью управления выходным валом двигателя внутреннего сгорания ...

СПОСОБ УПРАВЛЕНИЯ АККУМУЛЯТОРНОЙ БАТАРЕЕЙ В ТРАНСПОРТНОМ СРЕДСТВЕ С ГИБРИДНЫМ ЭЛЕКТРИЧЕСКИМ ПРИВОДОМ

... 1. Транспортное средство с гибридным электрическим приводом, имеющее: ! шасси с колесами для обеспечения движения транспортного средства, ! силовую передачу, связанную с ведомыми колесами, ! переключатель зажигания, который при переключении во включенное положение позволяет силовой передаче приводить транспортное средство в движение, а при переключении в выключенное положение выключает силовую передачу, ! силовая передача содержит двигатель внутреннего сгорания, имеющий вращающийся выходной вал, связанный с вращающимся входным валом электрического двигателя/генератора, который имеет вращающийся выходной вал, связанный с ведомыми колесами, ! аккумуляторную батарею, связанную с двигателем/генератором посредством контроллера, избирательно использующего двигатель/генератор в качестве двигателя, который отбирает электроэнергию от аккумуляторной батареи, чтобы увеличить крутящий момент силовой передачи, и в качестве генератора, который подает электроэнергию в аккумуляторную батарею, отбирая крутящий ...

Hybrides Antriebssystem

Getriebeanordnung für ein Hybridfahrzeug

Doppelkuplungsgetriebe

Doppelkupplungsgetriebe (1i), für ein Kraftfahrzeug, mit einer Doppelkupplung (7c), die eine erste Kupplung (5) und eine zweite Kupplung (6) aufweist, mit einer ersten Getriebeeingangswelle (2a) und einer zweiten Getriebeeingangswelle (2b), wobei die erste Getriebeeingangswelle (2a) über die erste Kupplung (5) und die zweite Getriebeeingangswelle (2b) über die zweite Kupplung (6) mit einer Antriebseinheit verbindbar sind, mit mehreren schaltbaren Gängen (I bis VI, R) zum Verbinden zumindest einer der beiden Getriebeeingangswellen (2a, 2b) mit einer Getriebeausgangswelle (3), gekennzeichnet durch eine Elektromaschine (10) mit Rotor (9) und Stator (11), die mit der Getriebeausgangswelle (3) verbindbar ist, wobei die Elektromaschine (10) radial um die Kupplungen (5, 6) herum angeordnet ist, und wobei der Rotor (9) der Elektromaschine (10) direkt mit der ersten Getriebewelle (2a) verbunden ist.

Hybridantrieb eines Kraftfahrzeugs

Die Erfindung betrifft einen Hybridantrieb (1.11.10) eines Kraftfahrzeugs, der einen Verbrennungsmotor (VM) mit einer Triebwelle (2), eine als Motor und als Generator betreibbare Elektromaschine (EM) mit einem Rotor (3), ein in Vorgelegebauweise ausgeführtes automatisiertes Schaltgetriebe (4.14.6) mit einer Eingangswelle (GE) und mindestens einer Ausgangswelle (GA; GA1, GA2), sowie ein in Planetenbauweise ausgebildetes Überlagerungsgetriebe (5.1, 5.2) mit zwei Eingangselementen (6, 7) und einem Ausgangselement (8) aufweist. Bei diesem Hybridantrieb ist vorgesehen, dass das Überlagerungsgetriebe koaxial über einem freien Ende (9, 9) der Ausgangswelle (GA; GA2) angeordnet ist, und dass das erste Eingangselement (6) des Überlagerungsgetriebes drehfest mit einer koaxial über der Ausgangswelle angeordneten Hohlwelle (10) verbunden ist, die zur Ankopplung des Verbrennungsmotors (VM) über ein Koppelschaltelement (K) drehfest mit einem Losrad (11, 12) der unmittelbar axial benachbarten Stirnradstufe ...

VERFAHREN UND SYSTEM ZUR VERBRENNUNGSMOTORSTEUERUNG

Es sind Verfahren und Systeme zum Bilden von Synergien der Vorteile eines elektrischen Kraftstoffabscheiders in einem Hybridfahrzeugsystem bereitgestellt. Eine Fahrzeugsteuerung kann den Verbrennungsmotor in einem schmalen Betriebsbereich halten, in dem die Nutzung einer ausgewählten Kraftstofffraktion mit höherem Oktangehalt oder niedrigerem Oktangehalt optimal ist, während Elektromotor- und/oder CVT-Anpassungen verwendet werden, um Übergänge anzugehen, die erzeugt werden, wenn sich die Anforderung des Fahrers ändert. Die Steuerung kann ebenfalls eine(n) Kraftstoffabscheidergeschwindigkeit/-druck während des regenerativen Bremsens opportunistisch anpassen, um die elektrische Nutzung bei niedrigen Lastzuständen ebenfalls zu maximieren, um einen längeren Verbrennungsmotorbetrieb in einem kraftstoffeffizienteren Lastbereich zu ermöglichen.

Double clutch gear has input and output shafts, pairs of cog wheels of loose and fixed wheels, with corresponding shafts, gears and drive unit

The gear has an input and output shaft. A number of pairs of cog wheels each consisting of a fixed wheel on a corresponding shaft and a loose wheel connectable with one of the shafts are positioned between the gear input and output shafts. Gears (1a) with different transmission stages are between the gear output shaft and one of the gear input shafts (2a,2b). At least one input shaft is temporarily driven by a drive unit with drive shaft, and connectable with a first electric machine (10). At least one gear is automatically engaged by at least one actuator.

High power cable alignment arrangement for electric vehicle has holder that holds cable in curved shape, releases cable if it subjected to predefined external force acting towards vehicle front

The arrangement has a holder (54A,54B) that holds the high power cable (53A,53B) in a curved shape in an axial direction of the drive shaft and releases the high power cable if the cable is subjected to a predefined external force acting towards the front of the vehicle. The arrangement holds the cable curved between connections on the drive motor (45) and a power supply device (40).

Lastverteilungsvorrichtung für Hybridfahrzeuge

Electromagnetic transmission/converter

The combined generator and motor has an input shaft (2), coupled to an i.c. engine, carrying a hollow cylindrical generator rotor (6) and an output shaft (3) carrying a hollow cylindrical motor rotor (7). Both rotors have permanent magnets (8,9) of alternating polarity around their inner periphery and cooperate with a stator (10) with at least one switched short-circuit winding (11). The short-circuit winding is displaced axially relative to the permanent magnets of both rotors, with magnetic field sensors between the magnets, detecting the magnetic polarity for opening and closing the short-circuit line.

Hybrid electric vehicle powertrain with four-wheel drive characteristics

HYBRID DRIVE

Distributed differential coupling combined power system

Motorcycle with hybrid drive system

Work machine, in particular dump truck or truck

The present invention relates to a work machine, in particular in the form of a dump truck or of a truck, having a diesel electric traction drive, comprising at least one internal combustion engine, at least one alternator, at least one set of power electronics as well as at least one electric motor, wherein the power electronics are arranged at least partially in the region of a driven driving axle of the work machine. "'2 <*NN " \ N 'k""~ N K "'N N' 4 Ct'~ ~ N.X ~/ N o N N ci ~ ~ >4 '~ \N-N$~~%kN ~ >xN4.t~ ~ N 'K' x" ~ 'N \ 4\* NN N N tt'AN N N " ')>t4'N N> K >4k4 N" N NN >"' ,Uv I"" "N ~ N Vt/f "N "'>4 '>4' N N' N.~ ~4~' N < \'NN> 'N' '\ N ~ ' "'N 'N' N >4 N >' N" " I" >4 ...

VEHICLE TRAVELING CONTROL METHOD AND VEHICLE TRAVELING CONTROL DEVICE

A vehicle travel control method characterized by: determining the acceleration intention of a driver of a vehicle (1) during travel; predicting whether a coasting travel fuel consumption reduction effect (E1) or a fuel consumption reduction effect (E2) caused by deceleration energy regeneration is higher when a determination is made that there is no acceleration intention, said coasting travel fuel consumption reduction effect (E1) cutting off power transmission between an engine (2) and drive wheels (6a, 6b) in the vehicle (1) and causing the vehicle (1) to travel and said fuel consumption reduction effect (E2) being caused by deceleration energy regeneration whereby rotational force of the drive wheels (6a, 6b) of the vehicle (1) is input to an electric motor (8); executing coasting travel if a prediction is made that the coasting travel fuel consumption reduction effect (E1) is higher than the deceleration energy regeneration fuel consumption reduction effect (E2); and executing deceleration ...

FOUR-WHEEL DRIVE HYBRID VEHICLE

A four-wheel drive hybrid vehicle, in which all wheels are driven by an engine, and in which a spatial restriction to arrange a front motor is reduced. The hybrid vehicle comprises: an engine disposed on a side of front wheels; a first motor; an exhaust pipe for discharging exhaust gas from a rear side of the vehicle; a first propeller shaft that delivers output power of the engine to rear wheels; a transfer that distributes the output power of the engine to the front wheels; a second propeller shaft that delivers a drive force from the transfer to the front wheels; and a second motor that applies torque to the front wheels. The second propeller shaft is arranged on the other side of the exhaust pipe across the first propeller shaft while being connected to the second propeller shaft.

POWER GENERATION SYSTEM AND METHOD FOR ASSEMBLING THE SAME

A power generation system is disclosed. The power generation system includes an electrical converting device (34) and a repowered portion (10a-10k) connected to the electrical converting device (34). The repowered portion (10a-10k) includes a reciprocating internal combustion engine (32) and a gearbox (36, 136, 236). The reciprocating internal combustion engine (32) is connected to the gearbox (36, 136, 236) by a first connecting structure (12a, 12b, 12c, 12d, 12e). The gearbox (36, 136, 236) is connected to the electrical converting device (34) by a second connecting structure (14a, 14b).

HYBRID VEHICLE

Provided is a hybrid vehicle (3), wherein: a rear wheel drive device (1) is disposed further towards the rear than an internal combustion engine (4), in the front-rear direction of a vehicle (3); and an exhaust passage (80) extends from the internal combustion engine (4) towards the rear of the vehicle (3), and is disposed so as to surround a first planar surface (S1) which extends along a front end of a casing (11) and which is orthogonal to the front-rear direction of the vehicle (3), a second planar surface (S2) which extends along a rear end of the casing (11) and which is orthogonal to the front-rear direction of the vehicle (3), a third planar surface (S3) which extends along a left end of the casing (11) and which is orthogonal to the left-right direction of the vehicle (3), and a forth planar surface (S4) which extends along a right end of the casing (11) and which is orthogonal to the left-right direction of the vehicle (3).

POWER COMBINING APPARATUS FOR HYBRID ELECTRIC VEHICLE

A power combining apparatus for a hybrid electric vehicle comprises a planetary gear set comprising a sun gear, a ring gear connected to an output shaft, a plurality of planet gears, and a carrier assembly rotatably supporting the plurality of planet gears journaled with the sun and ring gears. A torque transmitting arrangement is coupled to the sun gear and to the shaft of the variable power source for influencing rotation of the sun gear according to the rotation of the variable power supply shaft for causing rotation of the sun gear, thereby influencing rotation of the ring gear and the output shaft. The carrier assembly of the planetary gear arrangement is selectively connectable to the constant power source for selectively influencing rotation of the carrier assembly of the planetary gears and the ring gear, to thereby influence rotation of the output shaft.

Power Transmission Apparatus, Four-Wheel Drive Vehicle with Power Transmission Apparatus Incorporated Therein, Method of Transmitting Power, and Method of Four-Wheel Driving

HYBRID VEHICLE PROPULSION APPARATUS

A motor generator has a rotor directly coupled to a crankshaft and a stator disposed around the rotor. A shield plate is disposed between coils of the stator and an internal combustion engine. A first partition and a second partition are disposed between the coils and a flywheel positioned adjacent to a clutch mechanism.

AIR-INTAKING AND EXHAUSTING APPARATUS IN AIR COOLING SYSTEM FOR PDU AND DOWN-CONVERTER

An air inlet is provided at the bottom of a vehicle to open downwardly. The air inlet is connected by a first tube to an air cooler for a PDU and a down converter. A fan for inputting the flow of air and turning its direction 90 degrees is connected at the downstream of the air cooler. The fan is further connected by a second tube to an exhaust outlet. The air inlet is located above a fuel tank thus to prevent any object jumping up from the road surface from straightforwardly entering the air inlet while the vehicle is running. The exhaust outlet is located above a silencer and can thus be prevented from being frozen in the winter. Using the above arrangement, the present invention embodies an air-intaking and exhausting apparatus in an air cooling system for air cooling the PDU and the down converter at higher efficiency without the help of the air cooler mounted in the interior of the vehicle.

Hybrid driveline for a motor vehicle

Drive unit for hybrid vehicle

Evaporated fuel processing apparatus

GEAR BOX

PROCESS AND DEVICE TO REDUCE THE NOISE OF BEAT IN A MECHANISM AENGRENAGES

TRANSMISSION ASSEMBLY FOR A MOTOR VEHICLE

L'invention porte principalement sur un ensemble de transmission (1) pour véhicule automobile à boîte de vitesse (53) comprenant un embrayage (9), un dispositif de débrayage (3) de l'embrayage, une machine électrique tournante (4) réversible dotée d'un rotor (5) doté d'une ouverture centrale, un arbre intermédiaire (6) entre l'embrayage et le rotor (5) de la machine électrique (4), le dit arbre (6) portant à l'avant le dispositif de débrayage (3) et pénétrant dans l'ouverture centrale du rotor (5). Cet ensemble de transmission comprend un embrayage à friction à sec doté (9) d'un plateau de réaction, et comporte, à l'avant, un double volant amortisseur (7) configuré, pour être fixé sur le vilebrequin du moteur thermique (52) du véhicule et pour former le plateau de réaction de l'embrayage à friction à sec (9) et à l'arrière un amortisseur de torsion (8) configuré pour être lié en rotation à l'arbre d'entrée (54) de la boîte de vitesse (53), le rotor (5) de la machine électrique (4) étant ...

SYSTEM Of DRIVE FOR MOTOR VEHICLE WITH ELECTRIC GROUP WHOSE ROTOR EAST CONNECTS TO the WHEEL INERTIA BY a ZONE HAS REDUCED THERMAL CONDUCTIVITY

Un système d'entraînement (10), en particulier pour un véhicule automobile, comprend un arbre d'entraînement (12) avec un agencement à masse d'inertie (24) prévu sur cet arbre, un groupe électrique (48) au moyen duquel l'arbre d'entraînement (12) peut être entraîné en rotation et/ ou de l'énergie électrique peut être récupérée lors de la rotation de l'arbre d'entraînement (12). Le groupe électrique (48) comprend un stator (46) et un rotor (34 54) en rotation avec l'arbre d'entraînement (12), et le rotor (54) est relié à l'arbre d'entraînement (12) par l'intermédiaire de la masse d'inertie (24). Le rotor (54) est relié à la masse inertie (24) par une zone de liaison (62) qui présente une résistance accrue à la conductivité thermique vis-à-vis d'au moins une zone adjacente (60, 82).

Construction machine

Drive train has combustion engine, electrical machine(s) connected to engine with generator and motor functions, gearbox(es) with several ratios for selection depending on operating situation

Dans une chaîne motrice (10) comportant un moteur à combustion interne (11), une machine électrique (50) et au moins une boîte de vitesses (15) comportant des étages de vitesses et de marche arrière (1, 2, 3, 4, 5, 6, R), dans le fonctionnement en traction le véhicule est entraîné par le moteur (11) et/ ou par la machine électrique (50), dans le fonctionnement en poussée au moins une partie de l'énergie cinétique de décélération est transformée en énergie électrique et/ ou de rotation, la machine (50) fait démarrer le moteur froid (11) et, à chaud, la machine (50) ou une masse oscillante fait démarrer le moteur (11). Application notamment aux voitures de tourisme.

ELEMENT OF TRANSMISSION FOR A CHAIN OF TRACTION OF THE HYBRID TYPE PARALLEL

Cet élément comprend un organe d'entrée (15) rotatif, un organe de sortie (19) de mouvement, une machine électrique (14) comprenant un stator (27) et un rotor (26), un premier embrayage de liaison (89A) entre l'organe d'entrée (15) et un organe intermédiaire (83) rotatif autour d'un premier axe (X-X'). L'organe intermédiaire (83) est relié en rotation au rotor (26), et un second embrayage de liaison (89B) est positionné entre l'organe intermédiaire (83) et l'organe de sortie (19). Cet élément comprend en outre un carter (21) définissant un logement (69) dans lequel sont montés coaxialement et concentriquement les premier et second embrayages de liaison (89A, 89B). L'axe de rotation (Y-Y') du rotor (26) est distinct du premier axe (X-X') et des moyens de transmission (121, 123, 135) relient en rotation le rotor (26) et l'organe intermédiaire (83). Application aux groupes moto-propulseurs de véhicules automobiles.

CHAIN DRIVING

차량

... 차량(3)은, 서브 프레임(13)에 대하여 브래킷(81A, 81B) 및 지지부(82A, 82B)를 통해 지지되는 후륜 구동 장치(1)를 갖는다. 후륜 구동 장치(1)는, 후륜 구동 장치(1)로부터 연직 방향에 대하여 경사지게 연장되거나 또는 수평 방향으로 연장되며 그리고, 상기 후륜 구동 장치(1)에 대하여 소정 이상의 외력이 가해져 상기 후륜 구동 장치(1)가 소정 이상 변위되었을 때에, 서브 프레임(13)의 접합 플랜지(13e)의 상면(13f)에 접촉하도록 형성되는, 연장부(93A, 93B)를 갖는다.

Hybrid drive system for motor vehicle with powershift transmission

A multi-speed transmission having an input shaft driven by the engine, an output shaft connected to the driveline, an electric motor, a planetary geartrain driven by one or both of the engine and the electric motor, a plurality of power-operated clutches operable for selectively engaging components of the planetary geartrain, and a control system for controlling automated operation of the power-operated clutches and coordinated actuation of the engine and the electric motor.

HYBRID VEHICLE WITH INTERNAL COMBUSTION ENGINE AND ELECTRIC MACHINE

A hybrid vehicle () has an internal combustion engine (), an electric machine () and a transmission () for driving a rear axle () of the vehicle (). The internal combustion engine () and the electric machine () are assigned a common input shaft () of the transmission (). The internal combustion engine (), the electric machine () and a traction battery () for the electric machine () or a tank for the internal combustion engine () are arranged in a rear region of the vehicle (), transversely with respect to the direction of travel. The electric machine power is greater than the power of the internal combustion engine (). A high level of electrification of the hybrid drive is possible with optimum utilization of space in the vehicle. 1. First and second vehicles comprising: substantially identical bodies , a rear axle for driving rear wheels of the respective vehicle , a front axle connected to steerable front wheels of the respective vehicle , a passenger compartment between the front and rear axles of the respective vehicle , an engine compartment of a specified size and in a specified region in proximity to the rear axle of the respective vehicle , and a luggage compartment of a specified volume in proximity to the front axle of the respective vehicle , whereinthe first vehicle further comprises:a first drive having a first internal combustion engine disposed in the engine compartment and configured for driving the rear axle of the first vehicle as an exclusive source of power for driving the first vehicle; and a hybrid module disposed in the engine compartment of the second vehicle, the hybrid module having a second internal combustion engine, at least one rear electric machine and a transmission for driving the rear axle of the second vehicle, the second internal combustion engine and the at least one rear electric machine being connectable to a common input shaft of the transmission, the second internal combustion engine, the at least one rear electric machine ...

Vehicle protection against the effect of a land mine

A vehicle with protection against the effects of an exploding land mine is provided, in which a military wheeled vehicle is provided with wheel axels and drives built into front and/or rear building blocks. The vehicle is divided into multiple building blocks, although a three block construction is desirable (i.e., a front building block, a rear building block, and a main building block). A residual mobility of a remaining portion of the vehicle is preserved, even though one of the front building block or the rear building block is separated from the main building block due to the explosive shock wave generated by driving over and detonating a land mine, because each of the front building block and the rear building block has a drive for rotating the wheel axel connected to the block.

Hybrid electric propulsion system and method

A hybrid prolusion system comprising a first energy storage unit operable to supply power to a traction drive motor. A second energy storage unit is coupled with the first energy storage unit to provide additional power on demand to the traction drive motor. An auxiliary power unit (APU) is used to charge the first battery to maintain a desired voltage across the first energy storage unit.

Hybrid vehicle driving apparatus electrical motor having magnetic flux leakage shielded position sensor

A motor 12 includes a cylindrical rotor 20, a stator 19 arranged at a predetermined distance from an outer periphery of the rotor 20, and a position sensor 23 for detecting a rotational position of the rotor 20, wherein the stator 19 includes a stator core 19a and a plurality of stator windings 19b arranged along a circumferential direction of the stator core 19a at substantially equal distances from one another. A shield plate 26 for shielding magnetic flux from the stator windings 19b to the position sensor 23 is mounted against the stator core 19a. Magnetic flux from the stator windings pass through a closed loop starting from the stator windings 19b through the stator core 19a and the shield plate 26 and back to the stator windings to prevent the magnetic flux leakage from the stator windings 19b from flowing to another member. With this arrangement, the magnetic flux leakage from the stator windings does not affect the position sensor (magnetic sensor) which detects the rotational ...

Module with an electric generator and a pump unit

A module preferably to be used in a machine tool or a machine, in particular in a fork lift truck, has an electric generator and a pump unit, both of which can be powered by an internal combustion engine. The pump unit is located at least partly in an axial recess of the generator housing and is provided to cool the generator. To expand the range of potential applications of the module, the pump unit is a hydraulic pump adapted to supply at least one hydraulic system. The housing of the pump consists of the walls of the generator housing that form the recess and a pump cover that creates a fluid-tight closure for the recess of the generator housing. The pump cover has a suction connection that empties into the recess of the generator housing. At least one distributing valve is integrated at least partly into the pump cover and/or at least one distributing valve is attached to the pump cover. The hydraulic pump is preferably an axial piston pump employing the swash plate principle, and the ...

Hybrid car and an operating method therefor

A hybrid car comprises an electric motor for driving the vehicle, an internal combustion engine for power generation, and auxiliary machineries such as an air conditioner. If an air conditioner operating switch is turned on while the hybrid car is running, engine operation is started after the temperature of a catalyst is increased to a predetermined value, and the air conditioner for use as an auxiliary machinery is driven by the engine. The hybrid car is improved in cruising range and power performances as compared with an arrangement in which the auxiliary machineries are driven by means of a battery which is connected to the electric motor.

VEHICLE WITH ELECTRIC TRANSAXLE

A vehicle comprises a transaxle, a battery and a load carrying bed. The transaxle includes a casing incorporating a drive train and supporting an axle and includes an electric motor mounted on the casing to drive the axle via the drive train. The battery is provided for supplying electric power to the electric motor. The transaxle and the battery are disposed below the load carrying bed so as to overlap the load carrying bed when viewed in plan.

Vehicle With Electric Transaxle

A vehicle comprises a transaxle, a battery and a load carrying bed. The transaxle includes a casing incorporating a drive train and supporting an axle and includes an electric motor mounted on the casing to drive the axle via the drive train. The battery is provided for supplying electric power to the electric motor. The transaxle and the battery are disposed below the load carrying bed so as to overlap the load carrying bed when viewed in plan.

HYBRID VEHICLE

A hybrid vehicle is provided in which a hybrid type power unit is mounted to a vehicle body frame, the power unit having an engine with an engine body of which part is formed by a crankcase rotatably supporting a crankshaft, a transmission for changing speed of driving force transmitted from the crankshaft, and an electric motor capable of transmitting the driving force to the transmission, wherein the electric motor (9) is mounted to a lower portion at a front face of the engine body (11A). Thus, it is possible to prevent the position of the center of gravity from becoming higher according to the disposition of the electric motor, and to carry out sufficient cooling of the electric motor by utilizing traveling wind. 111111277991111. A hybrid vehicle including a hybrid type power unit (PA , PB) mounted on a vehicle body frame (F) , the hybrid type power unit (PA , PB) including: an engine (EA , EB) having an engine body (A , B) of which part is formed by a crankcase () rotatably supporting a crankshaft (); a transmission (M) for changing speed of driving force transmitted from the crankshaft (); and an electric motor () capable of transmitting the driving force to the transmission (M) , characterized in that the electric motor () is attached to a lower portion of a front face of the engine body (A , B).2. The hybrid vehicle according to claim 1 , wherein{'b': 24', '25', '14', '11', '11', '11', '9', '11', '24', '25, 'an exhaust pipe (, ) having an upstream end thereof connected to a front face of a cylinder head () which forms a portion of the engine body (A) extends rearwardly below the engine body (A) from the front of the engine body (A), and at least a portion of the electric motor () is disposed in a region surrounded by the lower portion of the engine body (A) and the exhaust pipe (, ) in a side view.'}3. The hybrid vehicle according to claim 2 , wherein{'b': 24', '25', '14', '9', '11', '24', '25', '11, 'the exhaust pipe (, ) extends out forwardly and ...

Electronic Front Wheel Traction Assist for General Purpose and Task Oriented Vehicles

A vehicle with electric wheel hub motors for one or more wheels for operation to provide drive at low vehicle speeds and to supplement one or more primary drive motors which drive other wheels of the vehicle through all desired vehicle speeds including the low vehicle speeds and vehicle speeds higher than the low speeds. 1. A vehicle having at least two ground engaging wheels comprising one forward wheel and one rear wheel ,an independent electric motor for each respective front wheel to independently drive each respective front wheel,a respective overrunning clutch disposed between each electric motor and each respective front wheel,each overrunning clutch engaging the wheel with the motor when the wheel rotates slower than the motor,each overrunning clutch disengaging the wheel from the motor when the wheel rotates faster than the motor,an electrical battery serving as a power source for the electric motors,a controller for controlling the supply of power to each electric motor,a drive system to drive the rear wheels throughout a range of speeds of the vehicle from a zero vehicle speed to a maximum vehicle speed,each electric motor having a maximum design speed of rotation,at the design speed of each electric motor, the electric motor rotating the front wheel at a speed which corresponding to a low vehicle speed which is less than the maximum vehicle speed.2. A vehicle as claimed in wherein the maximum vehicle speed is pre-selected and the low vehicle speed is in the range of 30% of the maximum vehicle speed.3. A vehicle as claimed in wherein when the vehicle speed exceeds the low vehicle speed claim 1 , the controller reduces power to the electric motors.4. A vehicle as claimed in wherein an internal combustion engine drives the rear wheels.5. A vehicle having at least two ground engaging wheels comprising one forward wheel and one rear wheel claim 1 ,an independent electric motor for each respective rear wheel to independently drive each respective rear wheel,a ...

BODY STRUCTURE OF HYBRID VEHICLE

There is provided a body structure of a hybrid vehicle. The hybrid vehicle is driven using power of an engine and power of a drive motor driven by electrical power supplied from a battery module. The body structure includes a propeller shaft disposed in a lower side of a floor panel in a vertical direction of the vehicle so as to extend in a fore-aft direction of the vehicle and configured to transmit the power of the engine and the power of the drive motor to at least a rear wheel; and an integrated battery pack below the floor panel so as to cover the propeller shaft. The integrated battery pack has at least the battery module. The battery pack includes a recess to house the propeller shaft. 1. A body structure of a hybrid vehicle driven using power of an internal combustion engine and power of a drive motor driven by electrical power supplied from a secondary battery , the body structure comprising:a propeller shaft disposed in a lower side of a floor panel in a vertical direction of the vehicle so as to extend in a fore-aft direction of the vehicle, and configured to transmit the power of the internal combustion engine and the power of the drive motor to at least a rear wheel; andan integrated battery unit disposed below the floor panel so as to cover the propeller shaft, the integrated battery unit having at least the secondary battery,wherein the battery unit includes a recess to house the propeller shaft.2. The body structure of a hybrid vehicle according to claim 1 ,wherein the recess is provided with an insulating member on a surface of the recess, surface facing the propeller shaft.3. The body structure of a hybrid vehicle according to claim 1 ,wherein the battery unit has a smoothly formed lower surface in the vertical direction of the vehicle.4. The body structure of a hybrid vehicle according to claim 1 ,wherein the battery unit has a contact surface in contact with a vehicle frame in a width direction of the vehicle.5. The body structure of a hybrid ...

RIDDEN VEHICLE WITH INTEGRATED FUEL TANK

A ridden vehicle comprising a seat configured to be ridden and an internal combustion engine a frame configured for supporting the seat and the engine during operation of the ridden vehicle, the frame comprising a front frame portion having a steering head, a rear frame portion configured to support at least the seat and the engine, and a lower frame portion connecting the front frame portion and the rear frame portion to support a leg portion of a rider a fuel tank integrated with the front frame portion below the steering head and configured to store fuel for operation of the engine and a filler tube communicating with the fuel tank disposed in the ridden vehicle to provide an entrance to the fuel tank in front of the steering head. 1. A vehicle comprising:a seat configured to be ridden and an internal combustion engine;a frame configured for supporting the seat and the engine during operation of the vehicle, the frame comprising a front frame portion having a steering head, a rear frame portion configured to support at least the seat and the engine, and a lower frame portion connecting the front frame portion and the rear frame portion to support a leg portion of a rider;a fuel tank integrated with the front frame portion below the steering head and configured to store fuel for operation of the engine; and,a filler tube communicating with the fuel tank disposed in the vehicle to provide an entrance to the fuel tank in front of the steering head.2. The vehicle as claimed in claim 1 , where the vehicle is a motorized scooter.3. The vehicle as claimed in claim 1 , where the vehicle is selected from the group consisting of:a motorcycle, a three-wheel ridden vehicle, a four-wheel ridden vehicle, a snowmobile, a personal watercraft ridden vehicle.4. The vehicle as claimed in claim 1 , where the fuel tank provides torsional support for the front frame portion.5. The vehicle as claimed in claim 1 , where the lower frame portion comprises at least one hollow section claim ...

RIDDEN VEHICLE WITH HYBRID POWER SYSTEM

A motorcycle having at least one seat and at least two wheels, an internal combustion engine, a generator, and a rechargeable battery configured to be recharged by the internal combustion engine or generator, an electric motor electrically connected to the rechargeable battery and configured to drive at least one of a plurality of wheels of the vehicle, and an electronic controller configured to start the internal combustion engine based upon a monitored condition of the rechargeable battery. 1. A motorized ridden vehicle comprising:at least one seat and at least two wheels;an electric motor adapted to drive at least one of the wheels of the ridden vehicle;at least one rechargeable battery electrically connected to the electric motor and adapted to power the electric motor;a generator adapted to charge the rechargeable battery;an internal combustion engine adapted to drive the generator; andan electronic controller adapted to control operation of the internal combustion engine based upon monitoring a condition of the rechargeable battery.2. The motorized ridden vehicle as claimed in where the internal combustion engine is controlled to maintain operation of the engine in an efficiency range for the engine.3. The motorized ridden vehicle as claimed in further comprising:an electronic controller adapted to start the internal combustion engine based upon a charge level of the rechargeable battery.4. The motorized ridden vehicle as claimed in further comprising:an electronic controller adapted to start the internal combustion engine based upon a rate of discharge of the rechargeable battery.5. The motorized ridden vehicle as claimed in where the electric motor and the internal combustion engine are stacked below the seat of the motorcycle.6. The motorized ridden vehicle as claimed in where the internal combustion engine is positioned above the electric motor.7. The motorized ridden vehicle as claimed in where the rechargeable battery is positioned below the seat of the ...

HYBRID TANDEM DRIVE AXLE OF A TRUCK VEHICLE

A tandem rear axle () suspended from a chassis frame () rearward of front steerable wheels () has a first drive axle () with a driven wheel () on the right side and a driven wheel () on the left side and a second drive axle () rearward of the first drive axle and having a driven wheel () on the right side and a driven wheel () on the left side. A drivetrain couples a combustion engine () to the first drive axle for driving its driven wheels. A prime mover () other than the combustion engine drives the driven wheels of the second drive axle. 1. A truck vehicle comprising:a chassis having a length extending front to rear, a right side, and a left side;front steerable wheels suspended from the chassis on the right side and the left side for steering the truck vehicle;a combustion engine supported on the chassis;a tandem rear axle suspended from the chassis rearward of the front steerable wheels and comprising a first drive axle comprising at least one driven wheel on the right side and at least one driven wheel on the left side and a second drive axle rearward of the first drive axle and comprising at least one driven wheel on the right side and at least one driven wheel on the left side;a drivetrain coupling the combustion engine to the first drive axle for driving the at least one driven wheel on the right side and the at least one driven wheel on the left side of the first drive axle;and a prime mover other than the combustion engine for driving the at least one driven wheel on the right side and the at least one driven wheel on the left side of the second drive axle.2. A truck vehicle as set forth in in which the prime mover comprises an electric motor powered by a battery bank on-board the truck vehicle.3. A truck vehicle as set forth in in which the second drive axle comprises a differential gear mechanism and the electric motor is coupled to an input of the differential gear mechanism to drive the at least one driven wheel on the right side and the at least one ...

Vehicle

There is provided a hybrid vehicle according to the present invention, which is driven using the power of an engine and the power of a drive motor which is driven by an electric power supplied from a battery module, the vehicle including: a propeller shaft which is disposed below a floor panel in a vertical direction of the vehicle extending in a fore-and-aft direction of the vehicle, and is configured to transmit the power of the engine and the power of the drive motor to a rear wheel; and a battery pack having the battery module, the battery pack being disposed below the floor panel so as to cover the propeller shaft. The battery pack has a recess formed in a fore-and-aft direction of the vehicle, and the propeller shaft is housed in an air guide duct defined by the floor panel and the recess of the battery pack.

DRIVE MECHANISM

A drive mechanism comprises a drive source which is connected by means of a clutch to a transmission which is connected to wheels of the vehicle. The drive mechanism further includes two hybrid modules of which a first module is connected to the drive source and the second module is connected between the transmission and the wheels to the drive line. The first hybrid module comprises a flywheel and a flywheel clutch and the second hybrid module comprises a motor/generator and a further clutch. 1. A drive mechanism for a vehicle provided with at least two wheels , the drive mechanism comprising:a drive source which is connected to the wheels via a drive line;a clutch present in the drive line between the drive source and the wheels; an input/output which is connected to the drive source directly or via a node that is present between the clutch and the drive source;', 'a flywheel which is connected to the input/output; and', 'a clutch which is present between the flywheel and the input/output; and, 'a first hybrid module comprising a further input/output which is connected to the wheels or to the drive line via a node that is present between the clutch and the wheels,', 'a motor/generator which is connected to the further input/output, and', 'energizing means which are connected to the motor/generator., 'wherein the drive mechanism further includes a second hybrid module which is provided with2. The drive mechanism of claim 1 , wherein the drive mechanism comprises a transmission which is present in the drive line between the clutch and the wheels.3. The drive mechanism of claim 2 , wherein the second hybrid module with its further input/output is connected to the transmission.4. The drive mechanism of claim 1 , wherein an epicyclic gearing is arranged between the motor/generator of the second hybrid module and the further input/output claim 1 , which epicyclic gearing comprises at least three rotational members claim 1 , a first rotational member of which is ...

POWER PLANT FOR HYBRID MOTOR VEHICLE

A hybrid vehicle power unit includes an engine, a generator and a traction motor. A mounting bracket includes a base portion and a plurality of junctions arranged along the outer edge of an end of the generator at a plurality of points spaced at interval to fasten the base portion to the end. Dividing the end by an imaginary vertical plane that includes a rotor axis of the generator into a front area and a rear area with respect to the longitudinal axis of the vehicle, the number of some of the plurality of junctions located in the rear area is larger than the number of the remainder of the plurality of junctions located in the front area. A generator mount between an end portion of the mounting bracket and a side member is arranged in front of the imaginary vertical plane with respect to the longitudinal axis. 1. A power unit for a hybrid vehicle , the hybrid vehicle including a vehicle body having an engine compartment , and a pair of side members spaced in a transverse direction toward both sides of the vehicle within the engine compartment and extending along a longitudinal axis of the vehicle ,the power unit comprising:an engine having a crankshaft with the crankshaft axis oriented along the transverse direction of the vehicle;a generator connected to one end of the engine with respect to the crankshaft axis;a traction motor, located in the rear of the generator with respect to the longitudinal axis of the vehicle, connected to the generator in a direction along a line that meets the crankshaft axis at right angles;a mounting bracket protruding from that one end of the generator's axially spaced, along the transverse direction of the vehicle, ends which is not adjacent the engine, the mounting bracket having a base portion in contact with the end of the generator,the base portion of the mounting bracket having an outline extending along an outer edge of the end of the generator and a plurality of junctions arranged along the outer edge of the end at a plurality ...

REGENERATION SYSTEM FOR A VEHICLE

A dual-powered utility vehicle that includes a gasoline engine configured to rotate a first axle that rotates at least a first wheel; an electrical motor configured to rotate a second axle that rotates at least a second wheel; and at least one battery. The at least second wheel also rotates the second axle. The at least one battery is connected to the electrical motor. The vehicle is configured such that when being moved under power from the gasoline engine, the at least second wheel of the electrical drive train is rotated by virtue of its ground contact when the gasoline engine rotates the at least first wheel. Energy created by the at least second wheel rotating is transferred to the at least one battery to recharge the battery and make available for use by the electrical motor to rotate the at least one second wheel when activated to do so. 1. A dual-powered utility vehicle comprising:a gasoline engine configured to rotate a first axle that rotates at least a first wheel;an electrical motor configured to rotate a second axle that rotates at least a second wheel;wherein the at least second wheel also rotates the second axle;at least one battery connected to the electrical motor;wherein the vehicle is configured such that when being moved under power from the gasoline engine, the at least second wheel of the electrical drive train is rotated by virtue of its ground contact when the gasoline engine rotates the at least first wheel; andwherein energy created by the at least second wheel rotating is transferred to the at least one battery to recharge the battery and make available for use by the electrical motor to rotate the at least one second wheel when activated to do so.2. The dual-powered utility vehicle of claim 1 , further an electrical motor controller configured to control the electric motor.3. The dual-powered utility vehicle of claim 1 , further comprising a controller in communication with the motor that includes a regeneration mode that causes any ...

HYBRID DRIVE DEVICE FOR MOTOR VEHICLES

The present invention relates to hybrid drive for vehicles that significantly decreases the consumption of fuel because it uses a turbine motor, which is turned on solely when the charge of the accumulator batteries drops and always works at best rpm. The device increases the distance covered by the vehicle without need for frequent recharge of the batteries from the power supply network. Furthermore, the turbine motor is lighter than the petrol piston engine and in the same time more efficient. The device includes installed accumulator batteries that supply power to at least one electric motor coupled via transmission to the drive wheels of the vehicle, and fuel tank supplying fuel to turbine motor coupled via reducer to generator that is connected to the accumulator batteries. Control unit monitors the charge of the accumulator batteries and turns on and off the turbine motor. Some embodiments include one or more containers for compressed gas that replaces batteries as means of storage of energy, by storing the energy generated by the compressor actuated by the turbine engine or the electric motor in the form of high pressurized gas. 131247763937. Hybrid drive for vehicles comprising installed on the chassis of the vehicle accumulator batteries () that supply power to at least one electric motor () connected via transmission () to the drive wheels of the vehicle , including a liquid fuel tank () that supplies fuel to turbine motor () wherein the turbine motor () is connected to generator () , which is connected to the accumulator batteries (); further including a control unit () that monitors the charge of the accumulator batteries () and controls the turbine motor ().211. Hybrid drive for vehicles as claimed in claim 1 , further including one electric motor () that is connected to each of the four wheels of the vehicle.3103. Hybrid drive for vehicles as claimed in claim 1 , further including an arrangement () installed to charge the accumulator batteries () from ...

SYSTEMS AND APPARATUS FOR A THREE-WHEELED VEHICLE

An apparatus includes a vehicle frame, a swing arm and a fuel tank. The vehicle frame includes a front portion and a rear portion and defines a longitudinal centerline therebetween. The front portion is configured to support a recumbent seat. The rear portion is configured to be coupled to the swing arm and. The swing arm defines a longitudinal centerline and includes a wheel mounting portion configured to be coupled to a wheel assembly. The wheel mounting portion defines a radial axis that is substantially coaxial with the longitudinal centerline of the vehicle frame in at least one plane. The fuel tank is coupled to the rear portion of the vehicle frame such that the fuel tank is above the longitudinal centerline of the swing arm. 1. An apparatus , comprising:a vehicle frame defining a longitudinal centerline;a swing arm coupled to a rear portion of the vehicle frame having a rear wheel axle, the rear wheel axle substantially normal to the longitudinal centerline of the vehicle frame; anda fuel tank coupled to the rear portion of the vehicle frame such that the fuel tank is above the swing arm.2. An apparatus , comprising:a frame of a vehicle having an engine mounting portion, a forward transmission mounting portion, and a reverse motor mounting portion;an engine coupled to the engine mounting portion, the engine having an engine output shaft;a sequential transmission coupled to the engine output shaft and the forward transmission mounting portion, the sequential transmission configured to rotate a drive shaft in a first direction; andan motor coupled to the drive shaft and the reverse motor mounting portion, the motor configured to rotate the drive shaft in a second direction.3. A method , comprising:receiving a signal associated with the selection of a reverse mode of operation;verifying that a shaft is not rotating in a first direction;verifying that a throttle control is below a throttle control threshold; andgenerating a signal operable to cause a motor ...

POWERTRAIN, VEHICLE AND METHODS

A powertrain is adapted to drive ground-engaging elements disposed along longitudinally-opposing sides of a vehicle. The powertrain includes at least one engine, a first electric machine, a second electric machine, a third electric machine, a first differential mechanism and a second differential mechanism. The engine and first electric machine are operatively connected to the first and second differential mechanisms. The second electric machine is operatively connected to the first differential mechanism and the third electric machine is operatively connected to the second differential mechanism. The first and second differential mechanisms are each operatively connected to drivably engage one or more ground-engaging elements disposed on a different one of the longitudinally-opposing sides of the associated vehicle. A vehicle including such a powertrain as well as methods of using the same are also included. 117.-. (canceled)18. A method of powering a vehicle , said method comprising:a) providing a vehicle structural assembly including a longitudinally-extending centerline and opposing vehicle structure sides;b) providing first and second pluralities of ground-engaging elements with said first plurality of ground-engaging elements disposed along one of said opposing vehicle structure sides and said second plurality of ground-engaging elements disposed along the other of said opposing vehicle structure sides;c) providing a vehicle powertrain including a first engine, a first electric machine, a second electric machine, a third electric machine, a first differential and a second differential;d) transmitting rotational output from at least said first engine to said first and second differentials;e) transmitting rotational output from at least one of said first electric machine and said second electric machine to said first differential and transmitting rotational output from at least one of said first electric machine and said third electric machine to said second ...

DRIVE DEVICE FOR A MOTOR VEHICLE, MOTOR VEHICLE HAVING A DRIVE DEVICE, AND METHOD FOR OPERATING A DRIVE DEVICE

A drive device for a motor vehicle having a first drive assembly, a second drive assembly, and a planetary gear unit, via which the first drive assembly and the second drive assembly are operatively connected to a drivable axle of the motor vehicle. The first drive assembly and the drivable axle are operatively connected to the planetary gear unit. The second drive assembly as well as an auxiliary drive having an auxiliary assembly are operatively connected permanently to the planetary gear unit. The auxiliary drive has a third drive assembly, which is coupled at least intermittently to the auxiliary assembly. 1. A drive device for a motor vehicle , comprising:a first drive assembly, a second drive assembly, and a planetary gear unit, via which the first drive assembly and the second drive assembly can be operatively connected to a drivable axle of the motor vehicle, wherein the first drive assembly and the drivable axle are operatively connected to the planetary gear unit, and the second drive assembly as well as an auxiliary drive having an auxiliary assembly are operatively connected permanently to the planetary gear unit, with the auxiliary drive having a third drive assembly, which is coupled at least intermittently to the auxiliary assembly.2. The drive device according to claim 1 , wherein the first drive assembly can be operatively connected via a first shift clutch and the drivable axle via a second shift clutch to the planetary gear unit.3. The drive device according to claim 2 , wherein the first drive assembly can be operatively connected via the first shift clutch to a ring gear of the planetary gear unit.4. The drive device according to claim 3 , wherein the drivable axle can be operatively connected via the second shift clutch to a planetary gear carrier of the planetary gear unit claim 3 , wherein at least one planetary gear is mounted rotatably at the planetary gear carrier claim 3 , said planetary gear meshing claim 3 , on the one hand claim 3 , ...

VEHICLE AND MANUFACTURING METHOD THEREOF

A vehicle which can neutralize static electricity accumulating on a vehicle body, and a manufacturing method thereof are provided. The vehicle comprises: a vehicle body sustained by tires; a battery; an earth cable electrically connecting a negative terminal of the battery to the vehicle body; a predetermined member connected to the vehicle body while being insulted to the vehicle body; a main self-discharge device that neutralizes the predetermined member; and a conducting member that connects a neutralizing area of the predetermined member that is neutralized by the main self-discharge device to the negative terminal of the battery or the earth cable. 1. A vehicle , comprising:a vehicle body sustained by tires in such a manner that an electrical resistance between the tire and a road surface is kept to be greater than a first predetermined value;a battery that supplies electricity to a predetermined electrical device;an earth cable that electrically connects a negative terminal of the battery to the vehicle body;a predetermined member that is connected to the vehicle body while keeping an electrical resistance between the predetermined member and the vehicle body greater than a second predetermined value;a main self-discharge device that decreases a potential of the predetermined member by causing a self-discharge to produce ions charged to an opposite polarity to a polarity of the predetermined member in an airflow flowing along a surface of the predetermined member according to the potential; anda conducting member that connects a neutralizing area of the predetermined member that is neutralized by the main self-discharge device to the negative terminal of the battery or the earth cable while keeping an electrical resistance between the neutralizing area and the negative terminal or the earth cable smaller than a third predetermined value.2. The vehicle as claimed in claim 1 , wherein the predetermined member is made of material that is electrically charged ...

HYBRID CAR

At a time of HV traveling entailing a load operation of an engine in a CD mode, an electronic control unit sets a required torque Tr* by using a map for a CS mode, in which the required torque Tr* is set to be lower than in a map for the CD mode, as at a time of the CS mode. Then, the electronic control unit control the engine and a motor for traveling in accordance with the required torque Tr*. Accordingly, a rise in the required torque Tr* can be suppressed compared to setting of the required torque Tr* using the map for the CD mode and a sense of high-rpm idling attributable to a rise in a rotation speed of the engine can be inhibited from being felt by a driver. 1. A hybrid car comprising:an engine configured to output power for traveling;a motor configured to output power for traveling;a battery configured to exchange electric power with the motor, andan electronic control unit configured toi) control the engine and the motor for traveling in accordance with a required output for traveling with respect to an accelerator operation amount in a charge depleting mode or a charge sustaining mode,ii) set the required output such that the required output at a time of the charge depleting mode exceeds the required output at a time of the charge sustaining mode with respect to a same accelerator operation amount at a time of electric traveling as traveling not entailing an operation of the engine, andiii) set the required output such that the required output at the time of the charge depleting mode is equal to or higher than the required output at the time of the charge sustaining mode with respect to the same accelerator operation amount and a difference between the required output at the time of the charge depleting mode and the required output at the time of the charge sustaining mode with respect to the same accelerator operation amount is smaller than at the time of the electric traveling at a time of hybrid traveling as traveling entailing the operation of the ...

ACTIVE VIBRATION REDUCTION CONTROL APPARATUS FOR HYBRID ELECTRIC VEHICLE AND METHOD THEREOF

An active vibration reduction control apparatus for a hybrid electric vehicle includes: a reference signal generator generating a reference signal and a first phase based on a first rotational angle of a first motor; a vibration extractor extracting a vibration signal from a second motor; a coefficient determiner determining a filter coefficient which minimizes a phase difference between the reference signal and the vibration signal; a phase determiner detecting a second phase which corresponds to the phase difference using a first speed signal of the first motor and the filter coefficient; a phase deviation amount detector detecting a third phase for compensating for a phase delay; and a synchronization signal generator generating an antiphase signal of a shape of an actual vibration in order to determine a compensating force of the first motor. 1. An active vibration reduction control apparatus for a hybrid electric vehicle , the active vibration reduction control apparatus comprising:a reference signal generator generating a reference signal and a first phase based on a first rotational angle of a first motor which is coupled to one side of an engine;a vibration extractor extracting a vibration signal from a 10 second motor which is coupled to another side of the engine;a coefficient determiner determining a filter coefficient which minimizes a phase difference between the reference signal and the vibration signal;a phase determiner detecting a second phase which corresponds to the phase difference between the reference signal and the vibration signal using a first speed signal of the first motor and the filter coefficient;a phase deviation amount detector detecting a third phase for compensating for a phase delay using the first speed signal of the first motor; anda synchronization signal generator generating an antiphase signal of a shape of an actual vibration, using the first phase, the second phase, or the third phase, in order to determine a compensating ...

VEHICLE AND CONTROL METHOD THEREFOR

A first electric power generation device configured to produce an accessory voltage according to a first instruction voltage. A second electric power generation device configured to produce the accessory voltage according to a second instruction. An electric control unit is configured to execute crank position stop control for stopping a crank of the engine at a target position when the engine is stopped by controlling the first electric power generation device such that a current is circulated in the first electric power generation device and the rotating electric machine generates braking torque. The electric control unit is configured to execute the crank position stop control in a state in which the second instruction voltage is equal to or higher than the first instruction voltage. 1. A vehicle comprising:an engine;a first electric power generation device including a rotating electric machine connected to a crankshaft of the engine, the first electric power generation device being configured to produce an accessory voltage according to a first instruction voltage, using torque that the rotating electric machine receives from the crankshaft;a second electric power generation device configured to produce the accessory voltage according to a second instruction voltage using a voltage source different from the rotating electric machine without using the torque of the crankshaft; andan electric control unit configured to execute crank position stop control for stopping the crankshaft of the engine at a target position when the engine is stopped by controlling the first electric power generation device such that a current is circulated in the first electric power generation device and the rotating electric machine generates braking torque,wherein the electric control unit is configured to execute the crank position stop control in a state in which the second instruction voltage is equal to or higher than the first instruction voltage.2. The vehicle according to claim ...

DRIVING SYSTEM FOR VEHICLE AND CONTROLLING METHOD THEREOF

A driving system is provided for a vehicle that includes an engine, a driving motor connected to the engine and generating a driving force, and a transmission that receives a driving force generated from the driving motor and changes a direction of the driving force. Additionally, a clutch selectively connects between the driving motor and the transmission and a controller operates the driving motor and the transmission. The controller determines whether a direction inversion shifting condition is satisfied and performs a direction inversion shifting using the driving motor when the direction inversion shifting condition is satisfied. 1. A controlling method of a vehicle including an engine , a driving motor connected to the engine , a transmission receiving a driving force generated from the engine or the driving motor and changing a direction of the driving force , and a clutch selectively connecting between the driving motor and the transmission , the controlling method comprising:determining, by a controller, whether a direction inversion shifting condition is satisfied; andperforming, by the controller, a direction inversion shifting using the driving motor when the direction inversion shifting condition is satisfied.2. The controlling method of a vehicle of claim 1 , wherein the performing of the direction inversion shifting includes:releasing, by the controller, an engagement of the clutch when the direction inversion shifting condition is satisfied;reducing, by the controller, a speed of the driving motor to a shifting reference speed; andengaging, by the controller, the clutch when the speed of the driving motor is equal to or less than the shifting reference speed.3. The controlling method of a vehicle of claim 2 , wherein the performing of the direction inversion shifting further includes:comparing, by the controller, a slip rotation speed with a reference rotation speed; andterminating, by the controller, the direction inversion shifting when the slip ...

VEHICLE CONTROL DEVICE

Appropriate vehicle stability control is enabled in a vehicle configured to carry out regeneration enhancement control. A predictive deceleration support control unit is configured to set a position at which the vehicle is predicted to finish deceleration as a target deceleration end position, and guide a driver to release an accelerator pedal so that the deceleration of the vehicle is finished at the target deceleration end position, to thereby carry out regeneration enhancement control under a state in which the accelerator pedal is released so as to generate a larger deceleration than in a normal state. The predictive deceleration support control unit is configured to read a vehicle stability control flag from a brake ECU and stop the regeneration enhancement control when the vehicle stability control is being carried out. 1. A vehicle control device , which is to be applied to a vehicle , a regenerative braking device configured to generate electric power by a wheel rotated by an external force and to recover the generated electric power to an in-vehicle battery, to thereby apply a regenerative braking force to the wheel; and', 'a friction braking device configured to apply a friction braking force to the wheel through a brake hydraulic pressure,, 'the vehicle comprising position setting means configured to set, when the vehicle is predicted to decelerate based on position information of the vehicle, a position at which the deceleration is predicted to be finished as a target deceleration end position;', 'regeneration enhancement control means configured to carry out regeneration enhancement control, which is control of using the regenerative braking device to decelerate the vehicle so that electric energy recovered to the in-vehicle battery when an accelerator pedal is released increases during deceleration of the vehicle to which the target deceleration end position is set as compared to deceleration of the vehicle to which the target deceleration end position ...

POWERTRAIN FOR ECO-FRIENDLY VEHICLE

A powertrain for a vehicle includes an engine, a first motor serving as a motor for driving of a vehicle or serving as a generator, a first power transmission mechanism disposed between the engine and the first motor to transmit the power of the engine to the first motor or to cut off transmission of power between the engine and the first motor, a second power transmission mechanism disposed between the first motor and a driving shaft of running wheels to transmit the power of the first motor to the driving shaft of the running wheels or to cut off transmission of power between the first motor and the driving shaft of the running wheels, and a second motor connected to the second power transmission mechanism via a third power transmission mechanism to transmit power to the second power transmission mechanism and outputting power for driving the vehicle and transmit the power to the driving shaft of the running wheels. 1. A powertrain for an eco-friendly vehicle comprising:an engine;a first motor for driving of a vehicle or receiving power from the engine to operate as a generator;a first power transmission mechanism disposed between the engine and the first motor to transmit engine power to the first motor or to cut off the power transmission between the engine and the first motor;a second power transmission mechanism disposed between the first motor and a driving shaft of running wheels to transmit power from the first motor to the driving shaft of the running wheels or to cut off the power transmission between the first motor and the driving shaft of the vehicle wheels; anda second motor connected to the second power transmission mechanism via a third power transmission mechanism to transmit power to the second power transmission mechanism, the second motor outputting power for driving the vehicle and transmitting power to the driving shaft of the running wheels through the third power transmission mechanism and the second power transmission mechanism.2. The ...

HYBRID VEHICLE DRIVING SYSTEM

A hybrid vehicle driving system includes: a generator; a motor; a case which accommodates the generator and the motor; and a power control unit for controlling the generator and the motor, the generator and the motor being disposed side by side on a same axis within the case. The power control unit is mounted on the case by connecting a unit-side generator connector and a unit-side motor connector which are provided on a bottom surface of the power control unit with a case-side generator connector and a case-side motor connector which are disposed on the case, directly and respectively. The case is fixed to a vehicle framework member via a mount member, and a fixing point where the case and the mount member are fixed together is disposed near the case-side generator connector and the case-side motor connector. 1. A hybrid vehicle driving system comprising;a generator which can generate electric power using power of an engine;a motor which is driven by electric power to drive wheels;a case which accommodates the generator and the motor; anda power control unit for controlling the generator and the motor,the generator and the motor being disposed side by side on a same axis within the case,wherein the power control unit is mounted on the case by connecting a unit-side generator connector and a unit-side motor connector which are provided on a bottom surface of the power control unit with a case-side generator connector and a case-side motor connector which are disposed on the case, directly and respectively,wherein the case is fixed to a vehicle framework member via a mount member, andwherein a fixing point where the case and the mount member are fixed together is disposed near the case-side generator connector and the case-side motor connector.2. The hybrid vehicle driving system according to claim 1 ,wherein a distance from the fixing point to the case-side generator connector and the case-side motor connector is shorter than a distance from the fixing point to a ...

FRONT COMPARTMENT AND HYBRID VEHICLE HAVING THE SAME

A hybrid vehicle, a front cabin and a method for controlling the front cabin are provided. The front cabin includes: a sheet metal and a front subframe. The front cabin is configured to house an engine, a motor, a motor controller, a transmission and a support assembly. The engine and the motor are connected to the transmission respectively; the engine is disposed on the right side of the front cabin; the transmission is disposed on the left side of the front cabin; the motor is disposed on the left side of the front cabin and above the transmission; and the motor controller is disposed above the transmission and located at the front of the motor. 1. A front cabin of a hybrid vehicle , comprising:a sheet metal; anda front subframe; wherein the front cabin is configured to house an engine, a motor, a motor controller, a transmission and a support assembly; and whereinthe engine and the motor are connected to the transmission respectively;the engine is disposed on the right side of the front cabin;the transmission is disposed on the left side of the front cabin;the motor is disposed on the left side of the front cabin and above the transmission; andthe motor controller is disposed above the transmission and located at the front of the motor.2. The front cabin of the hybrid vehicle according to claim 1 , wherein the motor is located at the rear side of the top of the transmission to define a mounting space between the motor and the sheet metal to house the motor controller in the mounting space.3. The front cabin of the hybrid vehicle according to claim 1 , wherein a motor housing of the motor and a transmission housing of the transmission are formed integrally.4. The front cabin of the hybrid vehicle according to claim 1 , wherein a motor controller bracket is disposed on a left side longitudinal beam of a body of the hybrid vehicle claim 1 , the motor controller is mounted on the left side longitudinal beam of the body by the motor controller bracket.5. The front ...

HYBRID POWERTRAIN UNIT FOR MOTOR VEHICLES WITH A VARIABLE TRANSMISSION DEVICE BETWEEN THE ELECTRIC MACHINE AND THE DIFFERENTIAL

A hybrid powertrain unit comprises an engine and a gearbox device with a primary shaft connectable to a shaft of the engine via a clutch device. The gearbox device comprises a secondary shaft with an output pinion meshing with a first crown wheel of a differential, the casing of which is rigidly connected to a casing of the gearbox device. The unit comprises an electric machine configured to operate as an electric motor and as an electric generator, and having a shaft connected by transmission to a second crown wheel of the differential. In the transmission, arranged between the electric machine shaft of and the second crown wheel is an engagement device that can be operated via an electronically controlled actuator. The transmission that connects the electric machine shaft to said second crown wheel includes an auxiliary shift device configured for providing at least two different selectable transmission ratios. 1. A hybrid powertrain unit for a motor vehicle , comprising:an internal-combustion engine; anda gearbox device including:at least one primary shaft, that can be connected to a crankshaft of the internal-combustion engine by a clutch device,at least one secondary shaft, an axis of which is parallel to, and spaced apart from, an axis of said at least one primary shaft and which carries an output pinion;a plurality of pairs of gears corresponding to a plurality of forward gear ratios, in which one of the gears of each pair of the plurality of pairs of gears is rigidly connected in rotation with respect to one of said at least one primary and secondary shafts and the other is freely rotatable with respect to the other of said at least one primary and secondary shafts; anda plurality of gear-selection devices for coupling in rotation each of said freely rotatable gears with the shaft on which it is mounted;a differential, having a first crown wheel meshing with said output pinion of said at least one secondary shaft of the gearbox device;an electric machine ...

DEVICES AND METHODS FOR CONVERTING INTERNAL COMBUSTION ENGINES INTO HYBRID ELECTRIC ENGINES

A hybrid electric vehicle retrofit kit provides an aftermarket solution to increase performance, fuel economy and/or reduce emissions. The retrofit kit includes an electric motor mechanically connected in a series configuration to a non-drivetrain side of an internal combustion engine. For example, the electric motor may be mechanically connected to a crankshaft of the internal combustion engine. 1. A hybrid electric vehicle retrofit kit , comprising:an electric motor mechanically connected in a series configuration to a non-drivetrain side of an internal combustion engine; anda battery for exchanging energy with the electric motor.2. The retrofit kit of claim 1 , wherein the electric motor is mechanically connected to a crankshaft of the internal combustion engine.3. The retrofit kit of claim 2 , wherein the electric motor is mechanically connected to a crankshaft adapter having an extended driveshaft.4. The retrofit kit of claim 3 , wherein the extended driveshaft has a length greater than 4 inches.5. The retrofit kit of claim 3 , wherein the extended driveshaft has a length selected from a range of 4 inches to 20 inches.6. The retrofit kit of claim 1 , further comprising at least one sensor selected from an RPM sensor claim 1 , a current sensor claim 1 , a voltage sensor claim 1 , a temperature sensor claim 1 , a throttle position sensor claim 1 , a brake position sensor claim 1 , a clutch position sensor and any combination of these.7. The retrofit kit of claim 6 , further comprising a processor for receiving signals from the at least one sensor and activating a main contactor to transfer electrical energy to or from the electric motor.8. The retrofit kit of claim 1 , further comprising a plug for connecting the battery to a power supply.9. The retrofit kit of claim 1 , wherein the retrofit kit operates in generating mode claim 1 , motoring mode and electric-only mode.10. The retrofit kit of claim 9 , wherein the internal combustion engine does not burn fuel ...

TORQUE MODIFICATION DURING AN UPSHIFT IN A HYBRID VEHICLE

A control system is provided to account for differences in engine response times and motor response times during an upshift in a transmission. A vehicle includes a driveline that has an engine, a traction motor, and a transmission selectively connected in series. A control area network (CAN) connects a plurality of controllers. At least one of the controllers is programmed to, during an upshift in the transmission, output signals over the CAN to reduce torque of the traction motor. The controller also reduces the engine torque based on signal delays in the CAN. 1. A vehicle comprising:an engine;a transmission;a traction motor selectively coupled to the engine and to the transmission; andat least one controller programmed to, during an upshift in the transmission when both the engine and motor are propelling the vehicle, command a reduction in motor torque and then, after a delay, command a reduction in engine torque.2. The vehicle of claim 1 , wherein the at least one controller is programmed to alter the delay such that an actual motor-torque reduction occurs simultaneous with an actual engine-torque reduction.3. The vehicle of claim 1 , wherein the at least one controller is configured to communicate with other controllers via a control area network (CAN) claim 1 , and wherein the at least one controller is programmed to alter the delay to account for response lags in the CAN.4. The vehicle of claim 1 , further comprising a traction battery coupled to the traction motor claim 1 , wherein the at least one controller is further programmed to controllably reduce the engine torque in response to a state-of-charge of the battery being between a lower threshold and an upper threshold.5. The vehicle of claim 4 , wherein the at least one controller is further programmed to reduce the motor torque without reducing the engine torque in response to the state-of-charge being outside of the lower and upper thresholds.6. The vehicle of claim 1 , wherein the at least one ...

CONTROL SYSTEM FOR HYBRID VEHICLE

A control system for a hybrid vehicle configured to promptly disengage a clutch for halting an engine is provided. A clutch device comprises a reciprocating member having tapered reciprocating teeth, and a rotary member having tapered teeth opposed to the tapered rotary teeth. A controller is configured to turn off an actuator to eliminate the electromagnetic attraction thereby allowing the engine to be started, and to apply a torque of the first motor to the clutch device after the actuator is turned off thereby disengaging the reciprocating teeth from the rotary teeth. 1. A control system for a hybrid vehicle , comprising:a power distribution device that performs a differential action among an input element, an output element and a reaction element;an engine that is connected to the input element;a first motor that is connected to the reaction element;a second motor that is connected to the output element;a clutch device including a brake member that selectively stops a rotation of the input element; anda controller that controls the engine, the first motor, the second motor and the clutch device; a reciprocating member,', 'a rotary member that is arranged coaxially with the reciprocating member,', 'reciprocating teeth formed on the reciprocating member in which a thickness of each tooth is individually reduced toward the rotary member,', 'rotary teeth formed on the rotary member in which a thickness of each tooth is individually reduced toward the reciprocating member, and', 'an electromagnetic actuator that generates an electromagnetic attraction to attract the reciprocating teeth toward the rotary teeth;, 'wherein the clutch device further includes'}wherein the controller is configured to:crank the engine by the first motor;turn off the electromagnetic actuator to eliminate the electromagnetic attraction thereby allowing the engine to be started; andapply a torque of the first motor to the clutch device after the electromagnetic actuator is turned off thereby ...

METHOD AND ASSEMBLY FOR HEATING AN ENGINE FLUID

An exemplary fluid heating method includes, among other things, operating an engine of a vehicle to heat an engine fluid during a drive cycle if the vehicle is in a fluid maintenance mode, and heating the fluid prior to the drive cycle if the vehicle is in the fluid maintenance mode and the vehicle is electrically coupled to a grid power source. An exemplary fluid heating assembly includes, among other things, an engine of an electrified vehicle, and a fluid heater that is activated to heat a fluid of the engine in response to the electrified vehicle being in a fluid maintenance mode when electrically coupled to a grid power source. 1. A fluid heating method , comprising:operating an engine of a vehicle to heat an engine fluid during a drive cycle if the vehicle is in a fluid maintenance mode; andheating the fluid prior to the drive cycle if the vehicle is in the fluid maintenance mode and the vehicle is electrically coupled to a grid power source.2. The method of claim 1 , comprising heating using power from the grid power source.3. The method of claim 1 , comprising charging a traction battery of the vehicle when the vehicle is connected to the grid power source.4. The method of claim 3 , comprising charging during the heating.5. The method of claim 1 , comprising heating when the engine is not operating.6. The method of claim 1 , comprising operating during the drive cycle when the vehicle is electrically decoupled from the grid power source.7. The method of claim 1 , comprising heating the fluid at a location outside the engine.8. The method of claim 1 , comprising entering the fluid maintenance mode in response to the vehicle operating without the engine operating.9. The method of claim 1 , wherein the fluid maintenance mode is an oil maintenance mode.10. The method of claim 1 , comprising operating the engine in the fluid maintenance mode to combust impurities within the fluid.11. The method of claim 1 , comprising exiting the fluid maintenance mode in ...

SECURITY MANAGEMENT ACCORDING TO LOCATION CHANGE IN PROXIMITY BASED SERVICES

A mobile communication system for ProSe (Proximity Services) includes a plurality of User Equipments (UEs) that are in proximity and form a group for a ProSe direct communication, and a network that directly connects to the plurality of UEs. The plurality of UEs obtains a group ID from the network and sends a request message to the network. The network checks the plurality of UEs, derives a first security key related to the group, and sends a response message including the first security key to the plurality of UEs. The plurality of UEs derives a second security key based on the first security key and protects the ProSe direct communication by using the second security key. 1. A mobile communication system for ProSe (Proximity Services) , the mobile communication system comprising:a plurality of User Equipments (UEs) that are in proximity and form a group for a ProSe direct communication; anda network that directly connects to the plurality of UEs,wherein the plurality of UEs obtains a group ID from the network and sends a request message to the network,wherein the network checks the plurality of UEs, derives a first security key related to the group, and sends a response message including the first security key to the plurality of UEs, andwherein the plurality of UEs derives a second security key based on the first security key and protects the ProSe direct communication by using the second security key.2. The mobile communication system of claim 1 , wherein the ProSe direct communication between the plurality of UEs supports confidentiality.3. The mobile communication system of claim 1 , wherein the response message includes a group member ID and the first security key.4. A network in a mobile communication system for ProSe (Proximity Services) claim 1 , the network comprising:a receiver configured to receive a request message from a plurality of User Equipments (UEs) that are in proximity and form a group for a ProSe direct communication;a controller configured ...

VEHICLE DRIVING DEVICE

A vehicle driving device that includes a rotary electrical machine that functions as a driving force source of a wheel along with an internal combustion engine; a transmission device that is disposed side by side with respect to the rotary electrical machine in an axial direction, the axial direction being a direction in which a rotation axis center of the rotary electrical machine extends; a case including a first case section that accommodates the rotary electrical machine and a second case section that accommodates the transmission device; an inverter device that controls the rotary electrical machine; and a wiring member that connects the rotary electrical machine and the inverter device. 1. A vehicle driving device comprising:a rotary electrical machine that functions as a driving force source of a wheel along with an internal combustion engine;a transmission device that is disposed side by side with respect to the rotary electrical machine in an axial direction, the axial direction being a direction in which a rotation axis center of the rotary electrical machine extends;a case including a first case section that accommodates the rotary electrical machine and a second case section that accommodates the transmission device;an inverter device that controls the rotary electrical machine; and an oil-tight space, in which the first case section and the second case section are communicated, is formed, the second case section being joined to a side opposite to the internal combustion engine side in the axial direction of the first case section;', 'an inverter accommodation chamber that accommodates the inverter device is formed between the second case section and a cover member joined to the second case section;', 'the rotary electrical machine is accommodated in the oil-tight space;', 'the wiring member is provided to pass through the second case section so as to cross the inverter accommodation chamber and the oil-tight space; and', 'a seal member that seals ...

POWER SYSTEM OF A SERIES HYBRID VEHICLE

A power system of a series hybrid vehicle, comprising a fuel source; a control system; at least two auxiliary power units, each of which auxiliary power units, under control of the control system, independently receives fuel from the fuel source, and converts chemical energy in the fuel into electrical energy and outputs the electrical energy to a common current bus; a power battery electrically connected to a common current bus to, under control of the control system, receive electrical energy from the common current bus to perform charging or perform discharging through the common current bus; and a traction motor electrically connected to the common current bus to, under control of the control system, receive electrical energy from the common current bus and convert the electrical energy into mechanical energy and transmit the mechanical energy to a power train of the vehicle so as to drive the vehicle to run. 1. A series hybrid vehicle , comprising:a fuel source;a control system; an engine, which, under control of the control system, receives fuel from the fuel source and converts the chemical energy in the fuel into mechanical energy; and', 'a generator, which, under control of the control system, receives mechanical energy from the engine of a corresponding auxiliary power unit and converts the mechanical energy into AC or DC electrical energy;, 'at least two auxiliary power units, wherein each of the auxiliary power units, under control of the control system, independently receives fuel from the fuel source, and converts chemical energy in the fuel into electrical energy and outputs the electrical energy to a common current bus, wherein each of the auxiliary power units comprisesa power battery electrically connected to the common current bus to, under control of the control system, receive electrical energy from the common current bus to perform charging, or perform discharging through the common current bus; anda traction motor electrically connected to the ...

OPERATION OF COMBINED COOLING CIRCUIT FOR POWER ELECTRONICS AND BATTERY

A thermal management system for a vehicle includes a coolant loop routed through a traction battery, a battery chiller, a power electronics device, and a radiator. The system also includes a battery bypass valve in the coolant loop configured to, in a bypass position, bypass the traction battery and the battery chiller. The system includes a controller programmed to, in response to a demand for cabin cooling being greater than a predetermined demand, operate the battery bypass valve in the bypass position. 1. A vehicle comprising:a coolant loop including a traction battery, a battery chiller, a power electronics device, and a radiator;a battery bypass valve in the coolant loop configured to, in a bypass position, bypass the traction battery and the battery chiller; anda controller programmed to, in response to a demand for cabin cooling being greater than a predetermined demand, command the battery bypass valve to the bypass position.2. The vehicle of wherein the controller is further programmed to claim 1 , in response to the demand for cabin cooling falling below a second predetermined demand claim 1 , command the battery bypass valve to a battery flow position to flow coolant to the traction battery and the battery chiller.3. The vehicle of wherein the controller is further programmed to claim 1 , in response to a battery temperature being greater than a predetermined temperature claim 1 , command the battery bypass valve to a battery flow position to flow coolant to the traction battery and the battery chiller.4. The vehicle of wherein the controller is further programmed to claim 1 , in response to bypassing the traction battery and the battery chiller for greater than a predetermined time claim 1 , command the battery bypass valve to a battery flow position to flow coolant to the traction battery and the battery chiller.5. The vehicle of wherein the demand for cabin cooling is based on a mode of operation of a cabin climate control system.6. The vehicle of ...

In-wheel system for hybrid electric vehicle

Disclosed is an in-wheel system for a hybrid electric vehicle. The in-wheel system includes an engine that provides a rotational driving power to front wheels or rear wheels, at least one in-wheel motor that is driven by a battery, and is provided at each of the front wheels or each of the rear wheels so as to correspond to the wheels to which the driving power of the engine is transmitted to provide a rotational driving power to the same wheels as wheels driven by the engine, and a controller that controls the engine and the in-wheel motor to be driven.

HYBRID VEHICLE

A hybrid vehicle includes a control unit that performs control such that the motoring of an engine is carried out at a higher rotational speed when a required braking force is large than when the required braking force is small, from the start of charge of a battery to the start of rapid decrease in a charging power of the battery, in the case where predetermined control is performed to control a first motor and a second motor such that the battery is charged within a range of a permissible charging power through regenerative driving of the second motor and the motoring of the engine by the first motor with fuel injection stopped and that the required braking force at a braking request is applied to the vehicle, in response to the making of the braking request during the performance of cruise control or variable speed limiter control. 1. A hybrid vehicle comprising:an engine;a first motor;a planetary gear having three rotary elements that are connected to a rotary shaft of the first motor, an output shaft of the engine and a drive shaft coupled to an axle respectively in such a manner as to be arranged in a sequence of the rotary shaft, the output shaft and the drive shaft in an alignment chart;a second motor that is connected to the drive shaft;a battery that exchanges power with the first motor and the second motor;a setting unit that sets a permissible charging power of the battery and a permissible discharging power of the battery; anda control unit that controls the engine, the first motor and the second motor such that the vehicle runs while the battery is charged/discharged within a range of the permissible charging power and a range of the permissible discharging power respectively, whereinthe setting unit is configured to set the permissible charging power such that a time from start of charge of the battery to start of rapid decrease in a charging power of the battery becomes shorter and an amount of decrease per unit time at a time of start of rapid ...

Hybrid-Type Working Machine

There are provided an electric motor () that is driven by an engine () to generate power or assists in a drive of the engine () by supply of power thereto, a heat exchanger () to which cooling air is supplied by a cooling fan (A), a heat exchanger upstream room positioned upstream of the heat exchanger () in a flow direction of the cooling air supplied to the heat exchanger (), an electricity storage device () that stores power or discharges the power therein, and an inverter device () for controlling an operation of the electric motor (). Besides, a radiator () for electricity storage device that cools the electricity storage device () and a radiator () for inverter that cools the inverter device () are separately provided to be independent from each other, and the radiator () for electricity storage device and the radiator () for inverter are arranged in parallel between the heat exchanger () and the electricity storage device () in the heat exchanger upstream room (). 1. A hybrid-type working machine comprising:{'b': 3', '4, 'an automotive vehicle body () provided with a working mechanism () in the front side;'}{'b': 7', '3', '4, 'a counterweight () that is provided in the rear side of said vehicle body () to act as a weight balance to said working mechanism ();'}{'b': 8', '7', '9, 'an engine () that is arranged in the front side of said counterweight () and drives a hydraulic pump ();'}{'b': 12', '8', '3, 'an electric motor () that is driven by said engine () to generate power or assists in a drive of said engine () by supply of power thereto;'}{'b': '13', 'a heat exchanger () for cooling a fluid including engine cooling water and/or hydraulic oil;'}{'b': 8', '13, 'a cooling fan (A) for supplying cooling air to said heat exchanger ();'}{'b': 30', '28', '13', '13, 'an electricity storage device () that is arranged in a heat exchanger upstream room () upstream of said heat exchanger () in a flow direction of the cooling air supplied to said heat exchanger () and ...

ELECTRIC HYBRID DRIVE FOR RETROFITTING TO INTERNAL COMBUSTION VEHICLES

The subject invention is directed to a class of electric hybrid drives that can be retrofit easily to cars and trucks to reduce transportation costs. Certain embodiments include mechanisms for attachment to an existing powertrain, regenerative braking, on-the-road optimization of transportation costs depending on road and route conditions, or an operational mode in which motive power for a vehicle is solely derived from electric energy stored in a battery. 1. An electric hybrid drive for retrofitting to internal combustion automobiles that include an internal combustion engine , a transmission with a transmission case and a transmission output shaft , the electric hybrid drive comprising:a rotary electric motor/generator comprising a driven rotating shaft pierced coaxially along an axis of rotation of the driven rotating shaft, said pierced shaft having a sufficiently large aperture for the transmission output shaft to pass through, and at least one of a rotary position sensor or a tachometric sensor, the motor/generator being mounted to an automobile so that the driven rotating shaft is coaxial with the transmission output shaft, and so that the motor/generator is substantially fixed with respect to the transmission case, torque being transferred between the driven rotating shaft and the transmission output shaft;a slip yoke bearing coupled to the rotary electric motor/generator;a rechargeable battery pack to provide battery electric power output,an input to accept charging electric power;an electric power converter functionally connected to the rechargeable battery pack and the rotary electric motor/generator, comprising motor driving circuitry that converts battery electric power output from the rechargeable battery pack into motor electric power input to the rotary electric motor/generator;additional sensors that produce sensor data describing the current operating condition of the drive; anda drive controller that acquires all sensor data and that generates and ...

ELECTRICITY-STORAGE DEVICE ARRANGEMENT STRUCTURE OF VEHICLE

An arrangement structure of an electricity-storage device of a vehicle, which comprises a pair of right-and-left front side frames, a dash panel partitioning a vehicle-compartment front portion at rear end portions of the front side frames, and a pair of front tires arranged on an outside, in a vehicle width direction, of the front side frames. The electricity-storage device is arranged on the outside, in the vehicle width direction, of the front side frame at a position between the dash panel and the front tire in a vehicle longitudinal direction such that the electricity-storage device overlaps a rear end portion of the front side frame (the kick-up portion, the protrusion portion) in a vehicle side view. 1. An electricity-storage device arrangement structure of a vehicle , comprising:a pair of right-and-left front side frames extending in a vehicle longitudinal direction;a dash panel partitioning a vehicle-compartment front portion at rear end portions of the front side frames;a pair of front tires arranged on an outside, in a vehicle width direction, of the front side frames; andan electricity-storage device positioned on the outside, in the vehicle width direction, of any one of the front side frames,wherein said electricity-storage device is arranged at a position which is located between said dash panel and said front tire in a vehicle longitudinal direction such that at least a portion of the electricity-storage device overlaps a rear end portion of said front side frame in a vehicle side view.2. The electricity-storage device arrangement structure of the vehicle of claim 1 , wherein a sub frame is provided below said front side frames claim 1 , and said electricity-storage device is arranged such that at least a portion of an upper portion of the electricity-storage device overlaps the rear end portion of the front side frame in the vehicle side view and at least a portion of a lower portion of the electricity-storage device overlaps said sub frame in the ...

Automobile having electric vehicle drive motor

An automobile includes: a controller for controlling a motor; a main battery for supplying electric power to the motor via the controller; a normally open relay interposed in an electric power supply path extending from the main battery to the controller; and a sub-battery for supplying the electric power to the relay. The controller is mounted with a terminal cover that covers an output terminal for connection with a power supply cable to the motor. The sub-battery is disposed adjacent to the controller so as to interfere with the removal of the terminal cover by a worker.

Battery pack flow control system with fan assembly

An exemplary fan assembly of a flow control system includes a first fan that communicates flow through a first section of a battery pack enclosure under a first system operating condition, and communicates flow through a second section of the battery pack enclosure under a second system operating condition. A second fan communicates flow through the second section under the first system operating condition.

POWER AND DRAG REDUCTION SYSTEM

Power systems, heat exchanger systems, electrical regeneration systems and air drag reduction systems for a wheeled vehicle are provided. The systems comprise a vehicle that includes a compressed air system and electrical system. The power and drag reduction system also comprises a plurality of pneumatic motors, one each connected to each wheel, the pneumatic motors using compressed air to drive each wheel and a plurality of electric motors, two each connected to each wheel, the electric motors using electric power to drive each wheel. Based on operator action, the vehicle is propelled by one of compressed air system operation and electrical system operation. Motors associated with each of the compressed air system and electrical system are attached to and drive each wheel separately. The compressed air system and electrical system operate separately and recharge battery systems. 1. A system , comprising:a power system comprising air and electric motors in communication with each wheel axle, said power system being configured as a power train, wherein each of said motors is configured to transmit power to the connected wheel;a heat exchanger to heat expanding air, said heat exchanger being configured to be operable to substantially evenly distribute said heated air to actuate components associated with at least four wheels of a vehicle;at least one air tank, said at least one air tank being substantially sufficiently covered by tank heat trace lines so as to maintain a desired level of tank heat;a regeneration brake mechanism configured to actuate at least four electric motors to convert mechanical braking energy into electricity for recharging batteries and directly transferred into said heat exchanger as needed; and,a two turbine/expansion cascaded system integrated with interstage reheaters configured to be operable to increase power to air motors and electrical regeneration.2. The system of claim 1 , in which the vehicle further includes a drag reducing ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for integrated electrification of vehicle accessories conventionally driven by an internal combustion engine in which an electric motor is coupled to a common accessory drive that drive a plurality of accessories, such as a power steering pump, an air conditioning compressor, an air compressor, a thermodynamic heater and/or a coolant pump. The integrated electrified accessory unit preferably has the electric motor, accessory drive and accessories arranged in a common housing which is configured to be mounted to a chassis frame rail of the vehicle, the common housing including wall penetrations which facilitate rapid connection of the accessories to external lines of the vehicle. 1. An integrated electrified accessory unit of a vehicle , comprising:an integrated electrified accessory unit housing;an accessory drive located within the housing;a plurality of vehicle accessories arranged in the housing to be driven by the accessory drive;an electric motor coupled to the accessory drive;an electronic control unit configured to control at least one of a speed and a torque output of the electric motor to the accessory drive to drive the plurality of vehicle accessories.2. The integrated electrified accessory unit of claim 1 , further comprising:an inverter arranged to supply electric power to the electric motor,wherein the electronic control unit is configured to control the inverter to vary a frequency of an AC voltage to control the at least one of the speed and the torque output of the electric motor.3. The integrated electrified accessory unit of claim 2 , whereinone or more of the plurality of accessories is equipped with a selectively-engageable individual accessory clutch configured to interrupt torque transfer from the accessory drive to the one or more of the plurality of accessories, andthe electronic control unit is configured to control engagement of the individual accessory clutches of the clutch-equipped one or more of the ...

VEHICLE

A vehicle includes: a battery; an inlet to which a charging connector provided external to the vehicle is connectable; a power receiving device configured to contactlessly receive power from a power transmitting device provided external to the vehicle; a connector electrically connected to the inlet and the power receiving device; and a connector electrically connected to the power receiving device and the battery. Power supplied to the inlet is supplied to the battery via the connector, the power receiving device, and the connector. 1. A vehicle comprising:a battery;an inlet to which a charging connector provided external to the vehicle is connectable;a power receiving device configured to contactlessly receive power from a power transmitting device provided external to the vehicle;a first connector electrically connected to the inlet and the power receiving device; anda second connector electrically connected to the power receiving device and the battery,power supplied to the inlet being supplied to the battery via the first connector, the power receiving device, and the second connector.2. The vehicle according to claim 1 , further comprising:a first side surface and a second side surface;a bottom surface; anda charging cable configured to electrically connect the second connector and the power receiving device, whereinthe battery is provided on the bottom surface,the inlet is provided in the first side surface, andthe charging cable is disposed to extend at the second side surface side relative to the battery.3. The vehicle according to claim 1 , further comprising:a first side surface and a second side surface;a bottom surface;an engine; andan exhaust pipe connected to the engine, whereinthe battery is provided on the bottom surface and the power receiving device is provided on a lower surface of the battery, a first terminal electrically connected to the first connector, and', 'a second terminal electrically connected to the first terminal and electrically ...

ELECTRIC VEHICLE

This specification provides a structure in which a power cable connecting an inverter with a motor arranged in the front compartment is protected from breakage upon a crash. A hybrid vehicle includes an inverter fixed to a top of a drive train with a gap by front and rear brackets. The front bracket connects a front surface of the inverter with the drive train and the rear bracket connects a rear surface of the inverter with the drive train. The front surface of the inverter corresponds to a frontward side surface of the vehicle. When the vehicle crashes, the front and rear brackets cause the inverter move backward and downward so that a distance between the inverter and the drive train is reduced. Therefore, a power cable is protected from breakage. 1. An electric vehicle comprising:a drive train provided in a front compartment of the vehicle, the drive train housing a traction motor; andan inverter configured to supply the motor with AC power, wherein:the inverter is fixed on a top of the drive train with a gap by a front bracket and a rear bracket,the front bracket connects a front surface of the inverter with the drive train, andthe rear bracket connects a rear surface of the inverter with the drive train,a power cable configured to supply the motor with electric power extends from a sides surface in a lateral direction of the inverter,a protector configured to protect the power cable extends from the front bracket to a front side of the power cable.2. The electric vehicle according to claim 1 , wherein the front bracket has a wavy shape between a fixing point on a drive train side and a fixing point on an inverter side as seen along a lateral direction of the vehicle.3. The electric vehicle according to claim 1 , wherein the front bracket and the front surface of the inverter claim 1 , and the rear bracket and the rear surface of the inverter are fixed by bolts claim 1 , the bolts extending along a front and rear direction of the vehicle.45-. (canceled)6. The ...

Electric Drive of Mobile Apparatus

A mobile apparatus includes a main frame, an operating arm connected to the main frame, drive means configured to drive displacing means of the mobile apparatus, such as one or more wheels or tracks, drive means configured to drive the operating arm and a control system, connected to operating instruments for a driver, for controlling the drive means. The drive means for the displacing means includes an electric motor such that the drive of the displacing means is substantially electrical. 1. A mobile apparatus comprising a main frame with a displacing means , a sub-frame arranged rotatably relative to the main frame , wherein the rotatable sub-frame comprises an operating arm connected to the sub-frame , a first drive configured to drive the displacing means , a second drive configured to drive the operating arm , and a control system , wherein the first drive comprises at least one electric motor such that first drive is electrical; wherein the second drive comprises at least one of an electric motor and an electric actuator; said mobile apparatus further comprising at least one energy storage unit for storing and supplying electrical energy to the at least one of the first drive and the second drive; wherein the at least one energy storage unit is coupled to a side , an underside , an upper side , a front , a rear; or is positioned in a receiving space of the main frame.2. The mobile apparatus as claimed in claim 1 , wherein the first drive comprises at least two electric motors claim 1 , preferably at least two substantially identical electric motors with optionally at least one of: substantially identical controllers claim 1 , substantially identical inverters claim 1 , and substantially identical mounting means.3. The mobile apparatus as claimed in claim 1 , wherein the displacing means comprise a front displacing means and a rear displacing means; and wherein the first drive comprises at least a first and a second electric motor claim 1 , wherein the first ...

VEHICLE

A vehicle includes an engine, a seat, an upper member, a lower member, and a high voltage equipment. The engine is provided at a rear in a front-rear direction of the vehicle. The seat is provided in front of the engine in the front-rear direction. The upper member is provided between the seat and the engine in the front-rear direction and extends in a vehicle width direction of the vehicle perpendicular to the front-rear direction. The lower member extends in the vehicle width direction and is provided between the seat and the engine below the upper member in a vehicle height direction of the vehicle perpendicular to the front-rear direction and the vehicle width direction. The high voltage equipment is provided between the seat and the engine and in a space surrounded by the upper member and the lower member. 1. A vehicle in which high voltage equipment is arranged behind a seat and in front of an engine , comprising:an upper member arranged in an upper part between said seat and said engine, and extending in the vehicle width direction; anda lower member arranged in a lower part between said seat and said engine, and extending in the vehicle width direction, whereinsaid high voltage equipment is arranged in a space surrounded by said upper member and said lower member.2. The vehicle according to claim 1 , whereinsaid upper member and said lower member respectively include engine receiving portions for receiving a front end part of said engine at the time of a rear-end collision.3. The vehicle according to claim 2 , whereina virtual line connecting a rear end surface of said engine receiving portion of said upper member and a rear end surface of said engine receiving portion of said lower member extends along a substantially vertical direction.4. The vehicle according to claim 1 , whereinsaid upper member and said lower member respectively include seat receiving portions for receiving a rear part of said seat at the time of a rear-end collision.5. The vehicle ...

Power Generation System and Method for Assembling the Same

A power generation system is disclosed. The power generation system includes an electrical converting device and a repowered portion connected to the electrical converting device. The repowered portion includes a reciprocating internal combustion engine and a gearbox. The reciprocating internal combustion engine is connected to the gearbox by a first connecting structure. The gearbox is connected to the electrical converting device by a second connecting structure. 1. A power generation system , comprising:an electrical converting device; and a reciprocating internal combustion engine, and', a first connecting structure, wherein the gearbox is connected to the electrical converting device by', a gearbox output connected to a torsionally resilient coupling,', 'a misalignment coupling connected to the torsionally resilient coupling, and', 'an electrical converting device input connected to the misalignment coupling., 'a second connecting structure including], 'a gearbox, wherein the reciprocating internal combustion engine is connected to the gearbox by'}], 'a repowered portion connected to the electrical converting device, wherein the repowered portion includes'}2. The power generation system according to claim 1 , wherein the electrical converting device claim 1 , the reciprocating internal combustion engine and the gearbox are connected to a support frame of an industrial vehicle.3. The power generation system according to claim 2 , further comprising:a resilient mounting portion that connects the reciprocating internal combustion engine to the support frame of the industrial vehicle.4. The power generation system according to claim 3 , wherein the resilient mounting portion provides:means for resiliently mounting the reciprocating internal combustion engine to the support frame of the industrial vehicle.5. The power generation system according to claim 3 , wherein the resilient mounting portion provides: 'aligning the reciprocating internal combustion engine with ...

Hybrid vehicle and Generating set

The invention relates to a multi-track passenger motor vehicle, in particular a hybrid vehicle, comprising a generating set, which has at least one generator that can be driven by a reciprocating piston engine, a battery and at least one electric motor. The reciprocating piston engine, the generator and the electric motor, which can be mechanically coupled to at least one driving wheel of the vehicle, are connected in series in order to drive the vehicle. The generating set, consisting of the reciprocating piston engine and the generator, has a depth extending in the longitudinal direction of the vehicle and a width extending transversely to the longitudinal direction of the vehicle, the width being a maximum 750 mm, especially a maximum 700 mm, in particular a maximum 660 mm, in particular a maximum 640 mm, and the depth being a maximum 310 mm, especially a maximum 280 mm, in particular a maximum 260 mm, and in particular a maximum 250 mm.

HYBRID DRIVELINE FOR A MOTOR VEHICLE

A hybrid drive assembly for a motor vehicle, with a main transmission () and an electric machine () arranged in a hybrid module (). The electric machine has a rotor () that rotates within a rotational space (). The hybrid module () and the main transmission () share a common oil system, whose oil temperature is measured. A device () is provided which, if a limit value of the oil temperature is exceeded, controls the oil level () in the oil sump in the rotation space () of the electric machine () in such a manner that the rotor () becomes immersed in the oil, within the oil sump (), and can take up oil and throw the oil off again off onto components of the electric machine () located within the rotational space. 110-. (canceled)11. A hybrid drive assembly for a motor vehicle comprising:{'b': '4', 'a main transmission (),'}{'b': 10', '6, 'an electric machine () arranged in a hybrid module (),'}{'b': 14', '31, 'the electric machine having a rotor () that rotates within a rotational space (),'}{'b': 6', '4, 'the hybrid module () and the main transmission () sharing a common oil system,'}a temperature of oil in the common oil system being measurable,{'b': 62', '64', '31', '10', '14', '31', '14, 'a device (, ), when a limit value of the oil temperature is exceeded, influencing a level of oil in the rotational space () of the electric machine () such that the rotor () of the electric machine becomes immersed in the oil, in the rotational space (), and the rotor () can take up oil and throw the oil off again.'}1262645064. The hybrid drive assembly according to claim 11 , wherein the device ( claim 11 , ) either opens or closes an oil return pipe () that extends between the hybrid module () and the main transmission ().1360315062644. The hybrid drive assembly according to claim 12 , wherein an overflow () fluidly connects the rotational space () to the oil return pipe () between the device ( claim 12 , ) and the main transmission ().1450. The hybrid drive assembly according ...

ENGINE CLUTCH MOTOR COUPLING STRUCTURE FOR HYBRID TRANSMISSION

An engine clutch motor coupling structure for a hybrid transmission is disclosed. The motor coupling structure couples a retainer of the engine clutch with a rotor of a motor in the hybrid transmission, and includes at least one damping unit installed in the axial direction of the rotor in a rim of the retainer between an end of the rotor and the rim of the retainer, and connected with the end of the rotor. 1. An engine clutch motor coupling structure for a hybrid transmission for coupling a retainer of the engine clutch with a rotor of a motor in the hybrid transmission , the motor coupling structure comprising:at least one damping unit installed in an axial direction of the rotor in a rim of the retainer between an end of the rotor and the rim of the retainer, and connected with an end of the rotor.2. The motor coupling structure of claim 1 , wherein:the at least one damping unit comprises a plurality of damping units disposed at intervals of 90° angles along a rotational direction of the rotor.3. The motor coupling structure of claim 1 , wherein the at least one damping unit comprises:a washer coupled with a mounting hole formed in the rim of the retainer in the axial direction of the rotor, anda coupling pin fitted in the washer and axially coupled with the end of the rotor.4. The motor coupling structure of claim 3 , wherein:the end of the rotor includes a snap ring for supporting an axial compression repulsive force of the washer.5. The motor coupling structure of claim 1 , wherein:the end of the rotor includes a plurality of crowns protruding therefrom, and an edge portion of the retainer includes a plurality of radial protrusions being inserted among the crowns, andthe at least one damping unit is coupled with the plurality of radial protrusions in the axial direction of the rotor and connected with an axial restraint among the crowns.6. The motor coupling structure of claim 5 , wherein:the plurality of crowns protrude along an axial direction of the rotor ...

MULTI-AXIS FINAL DRIVE ASSEMBLY

A final drive assembly for a vehicle drive axle having first and second axle-shafts that are configured to rotate about a common first axis. The final drive assembly includes a first gear-set configured to be operatively connected to the first axle-shaft. The final drive assembly also includes a second gear-set configured to be operatively connected to the second axle-shaft. The final drive assembly additionally includes an electric motor configured to provide an electric motor torque input to each of the first and second gear-sets and arranged on a second axis that is parallel to the first axis. 1. A final drive assembly for a vehicle drive axle having first and second axle-shafts that are configured to rotate about a common first axis , the final drive assembly comprising:a first gear-set configured as a planetary gear-set configured to rotate about the first axis and having first, second, and third members, and configured to be operatively connected to the first axle-shaft;a second gear-set configured as a planetary gear-set configured to rotate about the first axis and having first, second, and third members, and configured to be operatively connected to the second axle-shaft; andan electric motor includes a stator fixed to the final drive housing, a rotor, and an outer shaft fixed to the rotor for rotation therewith, and configured to provide an electric motor torque input to each of the first and second gear-sets and arranged on a second axis that is parallel to the first axis; andan inner shaft extending through the outer shaft, in mesh with the first member of the first planetary gear-set, and operatively connected to the first member of the second planetary gear-set;wherein the outer shaft is in mesh with each of the third member of the first planetary gear-set and the third member of the second planetary gear-set.2. The final drive assembly according to claim 1 , further comprising:a first differential shaft operatively connected to the first gear-set and ...

VEHICLE BODY STRUCTURE

A vehicle body structure includes a first middle floor unit for a gasoline vehicle and a second middle floor unit for a hybrid vehicle, and the first and second middle floor units are made interchangeable with each other. A front floor unit and a rear floor unit are made shareable by the gasoline vehicle and the hybrid vehicle. That is, the front floor unit and the rear floor unit can be regarded as a platform. Additionally, the second middle floor unit includes a housing, and an IPU is stored in an interior of the housing. 1. A vehicle body structure settable in a gasoline vehicle and a hybrid vehicle , the vehicle body structure comprising:a front floor unit, a rear floor unit, and a middle floor unit which couples the front floor unit and the rear floor unit, whereinthe gasoline vehicle and the hybrid vehicle share the front floor unit and the rear floor unit,a gasoline-vehicle middle floor unit and a hybrid-vehicle middle floor unit which are interchangeable with each other is set as the middle floor unit,the gasoline-vehicle middle floor unit includes a kick-up portion which extends upward and a planar portion which extends rearward from an upper end portion of the kick-up portion such that the planar portion is substantially flat,the hybrid-vehicle middle floor unit includes a housing which has an opening at an upper portion and has a recess extending downward from the opening, the housing including an electrical component provided in an interior of the housing,the gasoline vehicle includes a fuel tank which extends under the gasoline-vehicle middle floor unit and the rear floor unit, andthe hybrid vehicle includes a fuel tank which is disposed under the rear floor unit.2. The vehicle body structure according to claim 1 , whereinthe hybrid-vehicle middle floor unit includes, at a front end portion of the housing, a first cross-member which extends in a vehicle width direction and has a closed cross-section.3. The vehicle body structure according to claim 2 , ...

HYBRID VEHICLE

In a hybrid vehicle , a rear wheel driving system is disposed further rearwards than an internal combustion engine in a front-rear direction of the vehicle , and an exhaust passageway extends from the internal combustion engine towards the rear side of the vehicle and is disposed so as to surround a first plane S which passes through a front end of a case and which is perpendicular to the front-rear direction of the vehicle , a second plane S which passes through a rear end of the case and which is perpendicular to the front-rear direction of the vehicle , a third plane S which passes through a left end of the case and which is perpendicular to a left-right direction of the vehicle , and a fourth plane S which passes through a right end of the case and which is perpendicular to the left-right direction of the vehicle 1. A hybrid vehicle comprising:an internal combustion engine;an exhaust passageway through which exhaust gas of the internal combustion engine passes; and a first and a second motors which are connected to wheels of the vehicle to enable to transmit power; and', 'a housing which houses the first and the second motors and disposed away from the internal combustion engine, wherein:, 'a driving system havingthe driving system is disposed further rearwards than the internal combustion engine in a front-rear direction of the vehicle; andthe exhaust passageway extends from the internal combustion engine towards a rear side of the vehicle and is disposed so as to surround:a first plane which passes through a front end of the housing and which is perpendicular to the front-rear direction of the vehicle;a second plane which passes through a rear end of the housing and which is perpendicular to the front-rear direction of the vehicle;a third plane which passes through a left end of the housing and which is perpendicular to a left-right direction of the vehicle; anda fourth plane which passes through a right end of the housing and which is perpendicular to the ...

Vehicles and methods for controlling internal combustion engine rotational speeds

Vehicles and methods for controlling internal combustion engine rotational speeds are disclosed. Vehicles described herein include an internal combustion engine having a crankshaft and a plurality of drive wheels mechanically coupled to the crankshaft of the internal combustion engine. Embodiments described herein determine a target wheel torque, determine a base increase rate of engine rotational speed, increase an engine rotational speed of the internal combustion engine based on the base increase rate of engine rotational speed, determine an estimated wheel torque, determine an updated increase rate of engine rotational speed based on the target wheel torque and the estimated wheel torque, and increase the engine rotational speed of the internal combustion engine based on the updated increase rate of engine rotational speed.

VEHICLE

A vehicle has a motor serving as a driving source for running the vehicle, a high-power assembled battery and a high-capacity assembled battery each capable of supplying an electric power to the motor, and a temperature adjusting mechanism adjusting the temperature of each of the high-power assembled battery and the high-capacity assembled battery. The temperature adjusting mechanism supplies a heat exchange medium for use in the temperature adjustment of the high-power assembled battery and the high-capacity assembled battery to each of the assembled batteries. The high-power assembled battery is capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery. The high-capacity assembled battery has an energy capacity relatively larger than that of the high-power assembled battery, has a higher dependence of battery characteristic on temperature than that of the high-power assembled battery, and is placed on a flow path of the heat exchange medium upstream of the high-power assembled battery. 1. A vehicle comprising:a motor serving as a driving source for running the vehicle;a high-power assembled battery and a high-capacity assembled battery each capable of supplying an electric power to the motor, which are constituted by secondary batteries, respectively; anda temperature adjusting mechanism supplying a heat exchange medium to the high-power assembled battery and the high-capacity assembled battery, the heat exchange medium being used to adjust a temperature of each of the assembled batteries,wherein the high-power assembled battery is capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery, andthe high-capacity assembled battery has an energy capacity relatively larger than that of the high-power assembled battery, has a higher dependence of battery characteristic on temperature than that of the high-power assembled battery, and is placed on a flow path ...

Evaporative fuel treatment apparatus

An evaporative fuel treatment apparatus, which is loaded on a hybrid vehicle equipped with a fuel tank and a battery mounted forward of the fuel tank, has a sealing valve for sealing evaporative fuel in the fuel tank. The sealing valve is disposed between the battery and the fuel tank and is arranged above the battery. The evaporative fuel treatment apparatus can prevent fuel leakage from the sealing valve more reliably.

Automotive bus train generator

The present Invention provides a device that is capable of charging an electric battery as the vehicle Is driven, thereby extending the mileage of an electric or hybrid vehicle. The device includes a gear assembly that Is built directly into the car rim. The assembly of gears are Installed to rotate with the rotation of the rim, whereby one smaller gear is further connected to a generator, which then provides electricity to the battery with the movement of the gear. 1. (canceled)2. An apparatus for charging a battery of a vehicle that is at in least part electrically powered by a battery system , comprising a gear assembly operatively connected to a wheel of the vehicle; and a generator driven by the gear assembly , an electric output of the generator being connected to the battery system for battery recharging.3. The apparatus of wherein the gear assembly comprises a first gear claim 2 , a plurality of notches arranged about a rim of the wheel and sized to mesh with the first gear claim 2 , the first gear mounted to operatively engage with the notches.4. The apparatus of further comprising a second gear assembly operatively connected of a further wheel of the vehicle claim 3 , the second gear assembly driving a second generator connected to the battery system.5. The apparatus of wherein the vehicle is an automobile and the wheel and further wheel are rear wheels. With the constantly changing prices of fuel, people are beginning to transition into relying on electric and hybrid vehicles. However, because the technology of these vehicles Is fairly new, the distance of travel before the battery runs out is not long enough to make It a suitable option. Further, many vehicles function inefficiently. Therefore, there Is a need for a device that can provide additional power to the vehicle in order to further usage thereof.Devices are known that relate to motor vehicles that are driven by a turbine engine. Some devices provide electric powered vehicles having a wheel ...

ELECTRIFIED VEHICLE POWERTRAIN MODE SELECTION SYSTEM AND METHOD

An exemplary adaptive drive control method includes receiving an input that characterizes a condition outside of an electrified vehicle, and using a powertrain mode controller to select an Auto-EV mode, EV-Later, or an EV-Now mode in response to the input. 1. An adaptive drive control method , comprising:receiving an input that characterizes a condition outside of an electrified vehicle; andusing a powertrain mode controller to select an Auto-EV mode or an EV-Now mode in response to the input.2. The method of claim 1 , further comprising using the powertrain mode controller to select an EV-Later mode in response to the input.3. The method of claim 1 , wherein the condition comprises an upcoming traffic condition.4. The method of claim 1 , wherein the condition comprises a location condition for the electrified vehicle.5. The method of claim 1 , further comprising prompting a user to switch from the Auto-EV mode to the EV-Now mode claim 1 , or from the EV-Now mode to the Auto-EV mode in response to the selecting.6. The method of claim 5 , further comprising receiving an authorization to switch from the Auto-EV mode to the EV-Now mode claim 5 , or from the EV-Now mode to the Auto-EV mode in response to the prompting.7. The method of claim 6 , wherein the authorization is received from a driver interacting with a human machine interface.8. The method of claim 1 , including automatically switching from the Auto-EV mode to the EV-Now mode claim 1 , or from the EV-Now mode to the Auto-EV mode in response to the input.9. The method of claim 1 , wherein the Auto-EV mode drives vehicle drive wheels using an internal combustion engine claim 1 , an electric machine claim 1 , or both claim 1 , wherein the EV-Now mode drives vehicle drive wheels using an electric machine without the internal combustion engine.10. A powertrain mode selection system claim 1 , comprising:a receiver configured to receive an input that characterizes a condition outside of an electrified vehicle; anda ...

Driving apparatus of vehicle

A driving apparatus of a vehicle includes an engine driven using energy obtained by combustion of fuel, and a driving motor directly connected to a crankshaft of the engine. The driving motor includes a rotor having the same rotation shaft as that of the crankshaft, and a stator coupled to the engine to be housed inside of the rotor to rotate the rotor. Therefore, fuel consumption can be improved and a structural design of an engine periphery of a hybrid vehicle can be diversified.

VEHICLE AND METHOD OF OPERATING

A method for operating a vehicle is provided with an electric machine connected to a battery of less than 150 volts and coupled to an internal combustion engine such that a crankshaft of the engine rotates at all times the electric machine operates to supply power from the battery and all times the electric machine operates to capture power for storage in the battery. Motive force is provided to the vehicle with power output by the internal combustion engine. During movement of the vehicle, ignition of the engine is ceased in response to an engine load below a specified threshold. Pumping losses and drive train drag are reduced by altering at least one mechanical property of the internal combustion engine. 1. A method of operating a vehicle , the method comprising:providing an internal combustion engine;providing an electric machine connected to a battery of less than 150 volts and coupled to the internal combustion engine such that a crankshaft of the internal combustion engine rotates at all times the electric machine operates to supply power from the battery and all times the electric machine operates to capture power for storage in the battery;providing motive force to the vehicle with power output by the internal combustion engine;during movement of the vehicle, ceasing ignition of the internal combustion engine in response to an engine load below a threshold; andwith ignition ceased, altering at least one mechanical property of the internal combustion engine to reduce pumping losses to reduce drive train drag.2. The method of claim 1 , further comprising:providing a transmission between the internal combustion engine and at least one vehicle wheel; andplacing the transmission into a neutral position during movement of the vehicle when the engine load is below the threshold.3. The method of claim 1 , further comprising:sensing an input from a human operator of the vehicle; andresuming ignition of the internal combustion engine.4. The method of claim 3 , wherein ...

HYBRID TRANSAXLE

Two hybrid transaxles permit location of a traction motor in a more favorable location, decreasing the risk of occupant injury in a vehicle collision. Each transaxle uses a direction preserving power transfer mechanism to transfer power from the traction motor to a countershaft such that the countershaft rotates in the same direction as the traction motor. Each of the power transfer mechanisms permit more freedom of location for the traction motor axis than would be possible with a single gear pair or a mechanism that uses gearing on the input axis. 1. A hybrid transaxle comprising:a planetary gear set arranged on a first axis and having a sun gear fixedly coupled to a first electric machine, a carrier fixedly coupled to an input shaft, and a ring gear fixedly coupled to a first gear;a countershaft arranged on a second axis offset from the first axis and fixedly coupled to a second gear meshing with the first gear;a second electric machine arranged on a third axis offset from the first and second axes; anda direction preserving power transfer mechanism driveably connecting the second electric machine to the countershaft and bypassing the first axis.2. The hybrid transaxle of wherein the direction preserving power transfer mechanism comprises:a first sprocket fixedly coupled to the second electric machine;a second sprocket fixedly coupled to the countershaft; anda chain engaging the first and second sprockets.3. The hybrid transaxle of wherein the direction preserving power transfer mechanism comprises:an idler gear supported for rotation about a fourth axis offset from the first, second, and third axes;a third gear fixedly coupled to the second electric machine and meshing with the idler gear; anda fourth gear fixedly coupled to the countershaft and meshing with the idler gear.4. The hybrid transaxle of further comprising:a fifth gear fixedly coupled to the countershaft;a differential arranged on a fifth axis offset from the first, second, and third axes; anda sixth ...

POWERTRAIN INCLUDING MODULAR DRIVE UNIT

A powertrain includes a drive unit that can be modular and is adaptable to be used as an all-electric drive unit, an input power-split drive unit, or an input and compound power-split drive unit. The drive unit includes a first planetary gear set that has a sun gear member, a ring gear member, and a carrier member all rotatable about a first axis of rotation. The drive unit includes a first electric machine operable as a motor and having a rotor connected to rotate in unison with the sun gear member about the first axis of rotation. A first brake is selectively engageable to ground the ring gear member, a first clutch is operatively connected to the ring gear member, and an output member is connected to rotate in unison with the carrier member about the first axis of rotation. Multiple drive units can be used on a vehicle. 1. A powertrain comprising: a first planetary gear set; wherein the first planetary gear set is a simple planetary gear set having a sun gear member, a ring gear member, and a carrier member that supports a plurality of pinion gears that mesh with both the ring gear member and the sun gear member; wherein the sun gear member, the ring gear member, and the carrier member are rotatable about a first axis of rotation;', 'a first electric machine operable as a motor and having a rotor connected to rotate in unison with the sun gear member about the first axis of rotation;', 'a first brake selectively engageable to ground the ring gear member;', 'a first clutch operatively connected to the ring gear member;', 'an output member connected to rotate in unison with the carrier member about the first axis of rotation;, 'a drive unit includinga differential configured to be driven by the output member and rotatable about a second axis of rotation parallel with and spaced apart from the first axis of rotation;wherein the first brake is selectively engageable to establish a reduction gear ratio through the first planetary gear set from the electric machine to ...

HYBRID MODULE DESIGNED AS AN INSERTABLE MODULE

The invention relates to a hybrid module including a clutch that includes a clutch actuator, also including an electric machine, an internal combustion engine end and a transmission end. The hybrid module is designed as a pre-assembled insertable module to be inserted into a transmission housing, and an actuator electronics module is already pre-mounted on the hybrid module. The invention further relates to a method for assembling a hybrid module, characterized in that the following step is carried out:—pre-assembling the hybrid module as an insertable module, an actuator electronics module being pre-mounted on the hybrid module. 1. A hybrid module having an engine side facing an internal combustion engine and a transmission side , the hybrid module comprising: a clutch with a clutch actuator , an electric machine , and an actuator electronics module which are preassembled to form the hybrid module , the actuator electronics module is preassembled with a holder with the hybrid module such that it is radially distanced from a center of the hybrid module at a distance which is sized such that in an installed state the hybrid module is adapted to be arranged inside the transmission housing and the actuator electronics module is arranged outside the transmission housing.2. The hybrid module according to claim 1 , wherein the actuator electronics module is fastened at wall of the module adapted to extend radially at a side of the internal combustion engine.3. The hybrid module according to claim 1 , wherein the actuator electronics module is fastened via the holder claim 1 , which comprises at least one brace with a radially extending section claim 1 , to the hybrid module claim 1 , with the brace being fastened at one end section thereof to the hybrid module and with another end section thereof connected to the actuator electronics module.4. The hybrid module according to claim 3 , wherein the other end section or the section of the holder adjoining thereto or the ...

METHODS AND SYSTEM FOR MITIGATING UNDESIRABLE CONDITIONS DURING REGENERATIVE BRAKING

Systems and methods for operating a transmission of a hybrid powertrain that includes a motor/generator are described. The systems and methods may classify transmission degradation in response to an estimated transmission input shaft speed that is determined from transmission output shaft speed. In one example, transmission degradation may be correctable transmission degradation, partial transmission degradation, and continuous transmission degradation. 1. A powertrain operating method , comprising:predicting a transmission input shaft speed from a transmission output shaft speed;adjusting a regeneration torque of an electric machine coupled to a transmission in response to an actual transmission input shaft speed minus the predicted transmission input shaft speed and a type of transmission degradation.2. The method of claim 1 , where the type of transmission degradation is selected from a group including a correctable transmission degradation claim 1 , partial continuous transmission degradation claim 1 , or continuous transmission degradation.3. The method of claim 2 , further comprising adjusting a transfer function so that a transmission clutch transfers a requested regeneration torque in response to the correctable transmission degradation.4. The method of claim 2 , further comprising reconfiguring transmission operation in response to continuous transmission degradation.5. The method of claim 4 , where reconfiguring transmission operation includes adjusting a shift schedule in response to continuous transmission degradation.6. The method of claim 5 , where the type of transmission degradation is based on a speed difference between a transmission input shaft and a transmission output shaft.7. A powertrain operating method claim 5 , comprising:in response to an actual transmission input shaft speed decreasing to less than a threshold value, classifying a type of transmission degradation and decreasing a negative wheel torque limit toward a value of zero; ...

SYSTEMS AND METHODS FOR DETECTION AND MITIGATION OF LIQUID FUEL CARRYOVER IN AN EVAPORATIVE EMISSIONS SYSTEM

Methods and systems are provided for detecting and mitigating the presence of liquid fuel carryover in an evaporative emissions control system of a vehicle in response to a refueling event. In one example, an electric motor is operated to spin a vehicle engine unfueled in reverse in order to pressurize the evaporative emissions system and the fuel system responsive to an indication of liquid fuel in the vapor recovery lines. In this way, indication of liquid fuel carryover following a refueling event may be quickly diagnosed, and mitigating actions may be taken to ensure liquid fuel is returned to the tank prior to contacting the adsorbent material within the vapor canister. 1. A method comprising:during refueling a tank which supplies fuel to a combustion engine, venting the tank to atmosphere through a vapor storage system; andafter refueling and when pressure decay in the tank is less than a threshold, sealing the vapor storage system from atmosphere and running the engine un-fueled in reverse to force air from an intake manifold of the engine through the vapor storage system into the tank.2. The method of claim 1 , wherein pressure decay in the tank after refueling comprises a first pressure decay rate claim 1 , and wherein pressure decay in the tank while running the engine in reverse comprises a second pressure decay rate; and further comprising continuing to run the engine in reverse until pressure in the tank decreases to atmospheric pressure when the second pressure decay rate is greater than another threshold.3. The method of claim 1 , further comprising:coupling and uncoupling the tank to the vapor storage system through a fuel tank isolation valve;selectively coupling the intake manifold of the engine to atmosphere through a throttle;selectively coupling a vapor storage canister in the vapor storage system to the intake manifold of the engine through a canister purge valve;selectively coupling the vapor storage canister to atmosphere through a canister ...

HYBRID POWERTRAIN

A hybrid power-train includes an input shaft connected to an engine and an output shaft disposed in parallel with the input shaft. A motor is connected to the input shaft and the output shaft. A drive mechanism connects the engine, the motor, and the output shaft. A plurality of clutches are operable for coupling and releasing, respectively, to perform a mode conversion. 1. A hybrid powertrain , comprising:an input shaft connected to an engine;an output shaft disposed in parallel with the input shaft;a motor connected to the input shaft and the output shaft;a drive mechanism connecting the engine, the motor, and the output shaft and having a plurality of clutches,wherein the plurality of clutches are being operable for coupling and releasing, respectively, to perform a mode conversion.2. The hybrid power-train according to claim 1 , wherein the drive mechanism has a first power transfer part drivably connecting the input shaft and the motor claim 1 , a second power transfer part drivably connecting the input shaft and the output shaft claim 1 , and a third power transfer part drivably connecting the motor and the output shaft.3. The hybrid power-train according to claim 2 , wherein the plurality of clutches include a first clutch installed in the first power transfer part claim 2 , a second clutch installed in the second power transfer part claim 2 , and a third clutch installed in the third power transfer part.4. A hybrid power-train claim 2 , comprising:an input shaft connected to an engine;an output shaft disposed in parallel with the input shaft;a motor connected to the input shaft and the output shaft;a first transfer shaft branched from the input shaft;a second transfer shaft branched from the input shaft and installed in parallel with the first transfer shaft;a motor driving shaft connecting the motor and the first transfer shaft;a third transfer shaft drivably connected to the motor driving shaft;a first clutch in the first transfer shaft;a second clutch in ...

Vehicle with rhomboid wheel arrangement and rear wheel and side wheel steering

Wheeled vehicle, comprising of one front wheel, two side wheels and one rear wheel, configured on a chassis frame in a symmetrical rhombus (diamond) layout. The non-steered front wheel is turned by pedals using human power, similar or exactly in bicycle use design, or with electric motor power. The two parallel side wheels in one axis are perpendicular to the chassis frame, allowing them to swivel in unison for steering the vehicle without elaborate axle pivoting apparatus. The rear wheel is powered by an electric motor, hybrid motor or. liquid. fuel motor. The rear wheel is attached longitudinally with the center of the chassis frame so that it swivels also in unison for steering with the side wheels. 1. A vehicle comprising a non-steered front wheel side wheels and a rear wheel which define a rhombus or diamond configuration.2.3.4.5.6.7.8.9.10.11.12.13.14.15.15. The vehicle of claim 1 , further comprising one or more headlight and tail light.16. The vehicle of claim 1 , further comprising instrumentation and vehicle control sub-assemblies.17.18. The vehicle of claim 1 , further comprising safety sub-assemblies such rear-view mirrors.19.20. The vehicle of claim 9 , wherein a hybrid electric and liquid fuel system are synchronized so that one or both propulsion systems can power the said vehicle. 180The presented invention relates to a vehicle with wheel arrangement and propulsion methods. The vehicle consists of four wheels which are in a rhombus configuration with non-steered front wheel, the latter of which may include pedals for human power.In contrast, a three-wheel vehicle in a triangular configuration with pedals on the front wheel and steering of the two side wheels does not allow for additional propelled powering, without extreme and impractical complexity, due to physical interference of pedals at the front wheel and complexity of steering mechanisms of the side wheels. Other rhombus wheeled vehicles do not have a non-steered front wheel and involve ...

DRIVING APPARATUS FOR HYBRID VEHICLE

A driving apparatus for a hybrid vehicle includes an engine, a motor having a stator and a rotor, and a transmission to which a driving force is delivered selectively from the engine, the motor or both the engine and the motor. The motor is provided between the engine and the transmission to transmit the driving force to the transmission. The motor can be an inner rotor-type motor in which the stator is disposed at an outer side of the motor and the rotor is disposed at an inner side of the motor or an outer rotor-type motor in which the stator is disposed at an inner side of the motor and the rotor is disposed at an outer side of the motor. 1. A driving apparatus for a hybrid vehicle , comprising:an engine;a motor having a stator and a rotor; anda transmission to which a driving force is delivered selectively from the engine, the motor or both the engine and the motor,wherein the motor is provided between the engine and the transmission, and is an inner rotor-type motor in which the stator is disposed at an outer side of the motor and the rotor is disposed at an inner side of the motor, to transmit the driving force to the transmission.2. A driving apparatus for a hybrid vehicle , comprising:an engine;a motor having a stator and a rotor; anda transmission to which a driving force is delivered selectively from the engine, the motor or both the engine and the motor,wherein the motor is provided between the engine and the transmission, and is an outer rotor-type motor in which the stator is disposed at an inner side of the motor and the rotor is disposed at an outer side of the motor, to transmit the driving force to the transmission.3. The apparatus according to claim 1 , further comprising a position sensor disposed between the motor and an input shaft of the transmission for determining a rotation position of the rotor.4. The apparatus according to claim 2 , further comprising a position sensor disposed between the motor and an input shaft of the transmission for ...

Electric engine arrangement

An electric engine arrangement includes: a first element arranged in a housing integral with a vehicle to be motorized; a second element which is rotatably mounted coaxially with the first element, and driven by a magnetic field generated between the first and second elements; motion transfer member connected to the first element and second element, the first element being mounted to rotate relative to the housing and the second element. 11. An electric engine arrangement () comprising:a housing operatively coupled to equipment to be motorized;{'b': 2', '3', '4', '5', '5', '2', '3', '3', '2', '4, 'a first magneto-sensitive element (), and a second magneto-sensitive element (), arranged in said housing () and reciprocally magnetically interacting by magnetic elements (A, B) which have a magnetic intensity and which are born between said first and second magneto-sensitive element (, ), said second element () rotating with respect to said first magneto-sensitive element () and housing (); and'}{'b': 9', '3, 'a rotational motion transmission member () associated to said magneto-sensitive second element ();'}{'b': 2', '4', '3', '5', '5', '8, 'wherein said first element () is rotationally arranged with respect of said housing () and second magneto-sensitive element (), is actuated by said magnetic elements (A, B), and is equipped with a motion transmission system ().'}223. The electric engine arrangement according to claim 1 , wherein said first element () and second element () are coaxially arranged.32355. The electric engine arrangement according to claim 1 , wherein said first magneto-sensitive element () and second magneto-sensitive element () are rotationally actuated by said magnetic elements (A claim 1 , B) in opposite rotation directions.4. The electric engine arrangement according to claim 1 , wherein said motion transmission member and system comprise:{'b': 8', '2', '10, 'a first shaft transmission system () fitted between said first magneto-sensitive element () ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. An integrated switchable coupling of a hybrid electric arrangement for an internal combustion engine , comprising:an engine-side portion configured to be coupled for co-axial rotation to a rotatable shaft of the engine,a drive-side portion configured to be drive an engine accessory drive, to be selectively engaged with the engine-side portion, and to be driven by an electric motor at a front side of the drive-side portion opposite a rear side of the drive side portion facing the rotatable engine shaft, andan engagement actuator configured to selectively engage the drive portion with the engine-side portion,wherein the drive-side portion concentrically surrounds at least a portion of the clutch along a coupling rotation axis2. The integrated switchable coupling of ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications. A motor-generator, a narrow switchable coupling and a torque transfer unit are arranged in the constrained environment at the front of an engine. The motor-generator is preferably laterally offset from the switchable coupling, which is co-axially-arranged with the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy from the energy store, independent of the engine crankshaft. 1. A front end motor-generator controller for control of a hybrid electric arrangement for an internal combustion engine of a vehicle having an integrated switchable coupling at a front of the engine arranged to selectively engage a front end of an engine crankshaft on an engine-side of the coupling to an engine accessory drive on a drive-side of the integrated switchable coupling , comprising: determine an operating state of the vehicle based on operating state information received from at least one of a vehicle sensor and another controller of the vehicle;', meeting a safety requirement, the safety requirement including at least a requirement to maintain a first amount of stored compressed air for safe operation of a pneumatic brake system of the vehicle,', 'meeting an energy store requirement, the energy store requirement including at least a requirement to maintain a state of charge of an energy store above first state of charge level,', 'meeting an engine ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A hybrid electric front end motor-generator system , comprising:an internal combustion engine including an engine crankshaft having a front end opposite a rear end at which an engine flywheel is located, the engine being configured to transfer torque from the rear end of the crankshaft to a torque consumer;a motor-generator;a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and a coupling end of the torque transfer segment; and an engine-side portion coupled to the engine crankshaft,', 'a drive-side portion coupled to the torque transfer segment coupling end, and', 'an engagement actuator configured to selectively engage the engine-side portion with the drive-side ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A hybrid electric motor-generator system , comprising:an internal combustion engine including an engine crankshaft having a front end opposite a rear end at which an engine flywheel is located, the engine being configured to transfer torque from the rear end of the crankshaft to a torque consumer;a front end motor-generator having a motor-generator rotation axis;a back end motor-generator on a torque consumer-side of the rear end of the crankshaft;a torque transfer segment having a front end motor-generator end configured to receive the front end motor-generator and to transfer torque between the front end motor-generator end and a coupling end of the torque transfer segment; and an engine-side portion coupled to the engine crankshaft,', 'a drive-side portion ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1an internal combustion engine including an engine crankshaft having a front end opposite a rear end at which an engine flywheel is located, the engine being configured to transfer torque from the rear end of the crankshaft to a torque consumer;a motor-generator having a motor-generator rotation axis parallel to and laterally offset from a rotation axis of the crankshaft;a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and a coupling end of the torque transfer segment; and an engine-side portion coupled to the engine crankshaft,', 'a drive-side portion coupled to the torque transfer segment coupling end, and', 'an engagement actuator configured to selectively engage ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A method of retrofitting a vehicle with a hybrid electric system , comprising the acts of:coupling an engine crankshaft damper of an integrated switchable coupling to a crankshaft at a front end of an internal combustion engine opposite a rear end at which an engine flywheel is located;coupling a first end of a torque transfer gearbox to a pulley of the integrated switchable coupling on a side of the integrated switchable coupling opposite a damper side of the coupling with a selectively-engageable clutch between the pulley and the damper;coupling a motor-generator to a second end of the torque transfer gearbox at a location laterally offset from a rotation axis of the integrated switchable damper;coupling an engine accessory drive arranged to drive at least one ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A hybrid electric arrangement for an internal combustion engine having a front end opposite a rear end at which an engine flywheel is located , comprising:a motor; an engine-side portion connectable to a rotatable shaft at the front end of the engine,', 'a drive portion selectively engageable with the engine-side portion, and', 'an engagement actuator configured to selectively engage the drive portion with the engine-side portion,', 'wherein at least portions of the engine-side portion, the drive portion and the engagement actuator overlap one another axially along a coupling rotation axis;, 'a switchable coupling configured to be positioned in a region adjacent to the front end of the engine, the switchable coupling including'}a torque transfer segment configured ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A hybrid electric arrangement for an internal combustion engine , comprising:a motor-generator;a torque transfer segment having a motor-generator end configured to receive the motor-generator and transfer torque between the motor-generator end and a coupling end of the torque transfer segment; andan integrated switchable coupling configured to be co-axially located between the coupling end of the torque transfer segment and a front end of an engine crankshaft, [ an engine-side portion configured to be coupled to the engine crankshaft,', 'a drive-side portion configured to be coupled to the torque transfer segment coupling end and to drive at least one engine accessory drive, and', 'a clutch configured to selectively engage the engine-side portion with the drive-side ...

Hybrid Commercial Vehicle Thermal Management Using Dynamic Heat Generator

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A hybrid electric front end motor-generator system , comprising:an internal combustion engine including an engine crankshaft having a front end opposite a rear end at which an engine flywheel is located, the engine being configured to transfer torque from the rear end of the crankshaft to a torque consumer;a motor-generator;a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and a coupling end of the torque transfer segment; and an engine-side portion coupled to the engine crankshaft,', 'a drive-side portion coupled to the torque transfer segment coupling end, and', 'an engagement actuator configured to selectively engage the engine-side portion with the drive-side ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A motor-generator accessory drive system , comprising:a motor-generator;a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and an accessory drive end of the torque transfer segment; andan accessory drive coupled to the accessory drive end of the torque transfer segment and arranged to be driven by the motor-generator via the torque transfer and to drive at least one accessory;an energy store configured to store electrical energy generated by the motor-generator and to deliver stored electrical energy to the motor-generator to generate torque output from the motor-generator to the torque transfer segment;an electrical energy conversion and distribution network ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A method of operating a motor-generator accessory drive system of a vehicle , the motor-generator accessory drive system having a motor-generator , a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and an accessory drive end of the torque transfer segment , an accessory drive coupled to the accessory drive end of the torque transfer segment and arranged to be driven by the motor-generator via the torque transfer and to drive at least one accessory , an energy store configured to store electrical energy generated by the motor-generator and to deliver stored electrical energy to the motor-generator to generate torque output from the motor-generator to the torque ...

Front End Motor-Generator System and Hybrid Electric Vehicle Operating Method

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft. 1. A hybrid electric front end motor-generator system , comprising:a vehicle propulsion torque source having a front end opposite a rear end at which vehicle propulsion torque is output to a torque consumer;a motor-generator;a torque transfer segment having a motor-generator end configured to receive the motor-generator and to transfer torque between the motor-generator end and a coupling end of the torque transfer segment; andan integrated switchable coupling having a coupling rotation axis arranged co-axially with a torque source front end output shaft rotation axis, the integrated switchable coupling being located between the coupling end of the torque transfer segment and the front end of the torque source front end output shaft in a region adjacent to a front end ...

Hybrid Drive of a Motor Vehicle and Method for Controlling Same

The invention relates to a hybrid drive (-) of a motor vehicle, which features an internal combustion engine (VM) with a drive shaft (), an electric machine (EM) with a rotor () operable as a motor and as a generator, an automated manual transmission (-) carried out in a lay-shaft design with one input shaft (GE) and at least one output shaft (GA; GA GA), along with a phase shifter gearbox () formed in a planetary design with two input elements () and one output element (). With this hybrid drive, it is provided the phase shifter gearbox is arranged coaxially around a free end (′) of the output shaft (GA; GA), and that the first input element () of the phase shifter gearbox is connected in a torque-proof manner to a hollow shaft () arranged in a coaxial manner around the output shaft, which, for coupling the internal combustion engine (VM) through a coupling shift element (K), is connectable in a torque-proof manner to an idler gear () of the directly axially adjacent spur gear stage (Z Z) of the manual transmission, and, for bypassing the phase shifter gearbox through a bypass shift element (L, L′), is connectable in a torque-proof manner to the second input element () or the output element () of the phase shifter gearbox, that the second input element () of the phase shifter gearbox is permanently in drive connection with the rotor () of the electric machine (EM), and that the output element () of the phase shifter gearbox is connected in a torque-proof manner to the output shaft. 111110234142434445461251526784146211212345232414651525152992651521021112234146515278515251527515285152751523851522. Hybrid drive (.-.) of a motor vehicle , which features an internal combustion engine (VM) with a drive shaft () , an electric machine (EM) with a rotor () operable as a motor and as a generator , an automated manual transmission (. , . , . , . , . , .) carried out in a lay-shaft design with one input shaft (GE) and at least one output shaft (GA; GA , GA) , along with a ...

Generator and Electrical Motor for Multi-Axle Vehicles

The generator and electrical motor system for multi-axle vehicles uses a generator to power electric motors which propel a multi-axle vehicle. The system includes a hybrid powertrain, a primary battery bank, and a primary generator. The hybrid powertrain uses electric motors to provide the drive power for the vehicle. To that end, the hybrid powertrain has a drive axle, an electric motor, a powertrain battery, and a power management unit. The drive axle is rotated by the electric motor and rotates the wheels of a vehicle. The primary battery bank and the powertrain battery are rechargeable electrical energy storage devices that store the power supplied by the generator. Additionally, the primary battery bank and the powertrain battery supply electrical power to the electric motor. Finally, the power management unit is a power conditioning system that regulates current and voltage being distributed to the electrical components of the system. 1. A generator and electrical motor for multi-axle vehicles comprises:a hybrid powertrain;a primary battery bank;a primary generator;the hybrid powertrain comprises at least one drive axle, at least one electric motor, a powertrain battery, and a power management unit;the at least one electric motor being operatively coupled to the at least one drive axle, wherein the at least one electric motor is used to rotate the at least one drive axle;the primary battery bank and the powertrain battery being electrically connected to the at least one electric motor;the primary generator being electrically connected to the primary battery bank and the powertrain battery, andthe primary battery bank, the powertrain battery, the electric motor, and the primary generator being electrically connected to the power management unit.2. The generator and electrical motor for multi-axle vehicles as claimed in comprises:the hybrid powertrain further comprises an internal combustion (IC) engine and a hybrid-vehicle drivetrain;an output of the IC engine ...

HYBRID DRIVE DEVICE

A hybrid drive device that includes an input member drivably coupled to an internal combustion engine; a speed change device; a rotary electric machine disposed side by side with the speed change device in an axial direction and including a rotary shaft coupled to an input shaft of the speed change device; a case that houses the rotary electric machine and the speed change device; an intermediate support member disposed between the rotary electric machine and the speed change device in the axial direction and configured to rotatably support the rotary shaft and the input shaft; and a fastening bolt that fixes the intermediate support member to the case. 1. A hybrid drive device comprising:an input member drivably coupled to an internal combustion engine;a speed change device;a rotary electric machine disposed side by side with the speed change device in an axial direction and including a rotary shaft coupled to an input shaft of the speed change device;a case that houses the rotary electric machine and the speed change device;an intermediate support member disposed between the rotary electric machine and the speed change device in the axial direction and configured to rotatably support the rotary shaft and the input shaft; and the rotary electric machine includes a stator disposed on a radially outer side of a rotor that rotates together with the rotary shaft, and the stator includes a coil end portion that projects in the axial direction from a stator core;', 'the case includes a peripheral wall that covers outer peripheries of the rotary electric machine and the speed change device, and an intermediate wall provided between the rotary electric machine and the speed change device in the axial direction to extend from the peripheral wall to a location on a radially inner side of the coil end portion;', 'the intermediate support member includes a bearing support portion that supports a bearing configured to rotatably support the rotary shaft and the input shaft, a ...

Active mounting system for vehicle transfer case

An active mounting system for a transfer case in a vehicle drivetrain is provided. The system includes a chassis movable between a first position and a second position. An engine is pivotally coupled to the chassis. A transmission is coupled to the engine. A prop-shaft is operably coupled to the transmission with a transfer case coupled in between. An active mount is operably coupled to selectively rotate the engine and transmission between a first orientation and a second orientation in response to the chassis being moved from the first position to the second position.

MULTI-AXIS FINAL DRIVE ASSEMBLY

A final drive assembly for a vehicle drive axle having first and second axle-shafts that are configured to rotate about a common first axis. The final drive assembly includes a first gear-set configured to be operatively connected to the first axle-shaft. The final drive assembly also includes a second gear-set configured to be operatively connected to the second axle-shaft. The final drive assembly additionally includes an electric motor configured to provide an electric motor torque input to each of the first and second gear-sets and arranged on a second axis that is parallel to the first axis. 1. A final drive assembly for a vehicle drive axle having first and second axle-shafts that are configured to rotate about a common first axis , the final drive assembly comprising:a first gear-set configured as a planetary gear-set configured to rotate about the first axis, having first, second, and third members, and configured to be operatively connected to the first axle-shaft;a second gear-set configured as a planetary gear-set configured to rotate about the first axis, having first, second, and third members, and configured to be operatively connected to the second axle-shaft;an electric motor configured to provide an electric motor torque input to each of the first and second gear-sets and arranged on a second axis that is parallel to the first axis; anda differential third gear-set operatively connecting the electric motor to each of the first and second gear-sets.2. The final drive assembly according to claim 1 , wherein claim 1 , in each of the first and second gear-sets claim 1 , the first member is a ring gear claim 1 , the second member is a planetary carrier claim 1 , and the third member is a sun gear.3. The final drive assembly according to claim 1 , further comprising a final drive housing claim 1 , wherein the electric motor includes a stator fixed to the final drive housing and a rotor configured to transfer the electric motor torque input to the ...

Vehicle With Electric Transaxle

A vehicle comprises a transaxle, a battery and a load carrying bed. The transaxle includes a casing incorporating a drive train and supporting an axle and includes an electric motor mounted on the casing to drive the axle via the drive train. The battery is provided for supplying electric power to the electric motor. The transaxle and the battery are disposed below the load carrying bed so as to overlap the load carrying bed when viewed in plan. 1. A vehicle comprising:a transaxle including a casing incorporating a drive train,the transaxle supporting an axle and including an electric motor mounted on the casing to drive the axle via the drive train;a battery for supplying electric power to the electric motor;a seat;a load carrying bed; andan engine for driving the drive train,wherein the transaxle and the engine are disposed below the load carrying bed so as to overlap the load carrying bed when viewed in plan.2. The vehicle according to claim 1 , further comprising:a transmission casing incorporating a transmission mechanism for transmitting power from the engine to the axle of the transaxle.3. The vehicle according to claim 2 , wherein the transmission casing is disposed below the load carrying bed so as to overlap the load carrying bed when viewed in plan.4. The vehicle according to claim 2 , further comprising:a second transaxle supporting another axle,wherein the transmission mechanism in the transmission casing also transmits power from the engine to the second transaxle.5. The vehicle according to claim 1 , wherein the transaxle is configured so that the electric motor and a portion of the casing supporting the axle are extended from another portion of the casing incorporating the drive train so as to vertically offset from each other and so as to overlap each other when viewed in plan.6. A vehicle comprising:an electric transaxle, wherein the electric transaxle includes a casing incorporating a drive trainthe electric transaxle supporting an axle, and ...

RETROFIT SYSTEM FOR CONVERTING A VEHICLE INTO ONE OF A HYBRID ELECTRIC VEHICLE AND ELECTRIC VEHICLE

The present invention provides a retrofit system for configuring a vehicle into a hybrid electric vehicle or electric vehicle. The system comprises an electric power source (EPS) comprising one or more motors to provide fail safe torque to the vehicle and harness braking energy for charging one or more batteries, one or more attachable electric power gear assemblies (EPGA) configured to couple the one or more motors to a propeller shaft for providing the torque to the vehicle, and an electronic control unit coupled to the electric power source (EPS) for dynamically controlling functioning of the one or more motors based on the running conditions to drive the vehicle. The system comprises of a motor controller to control functioning of one or more motors. The motor controller actuates one or more motors based on the torque and power required to drive the vehicle. 115-. (canceled)16. A retrofit system for converting a vehicle into one of a hybrid electric vehicle or an electric vehicle , the retrofit system comprising:an electric power source comprising two or more motors structured to provide a torque to the vehicle;one or more attachable electric power gear assemblies structured to couple the two or more motors to a propeller shaft for providing the torque to the vehicle; andan electronic control unit coupled to the electric power source and configured to dynamically activate or deactivate each of the two or more motors based on one or more operating conditions of the vehicle.17. The system of claim 16 , wherein the one or more attachable electric power gear assemblies are configured to connect at least one of the two or more motors in at least one of a perpendicular position or a parallel position to a propeller shaft.18. The system of claim 16 , further comprising an engine management system configured to control a vehicle engine based on a throttle input.19. The system of claim 16 , further comprising one or more motor controllers controlled by the electronic ...

HYBRID ELECTRIC DRIVE SYSTEM AND METHOD

A hybrid drive system and associated methods are described that include an internal combustion engine, an electric motor, and a liquid cooling system. In one example, the liquid cooling system includes an oil circulation system that cools selected components, and lubricates selected components. 1. A hybrid drive system , comprising:an internal combustion engine;at least one electric motor;an electric generator mechanically coupled to the internal combustion engine, and electrically coupled to the electric motor;electronics to control the drive system; anda liquid circulation system, coupled to the internal combustion engine, the electric motor, and the electronics.2. The hybrid drive system of claim 1 , wherein the liquid circulation system includes an oil circulation system.3. The hybrid drive system of claim 2 , wherein the oil circulation system is coupled to cool a rectifier in the generator.4. The hybrid drive system of claim 1 , further including a gear box coupled between the electric motor and one or more drive wheels.5. The hybrid drive system of claim 3 , wherein the oil circulation system is coupled in series to the internal combustion engine claim 3 , the rectifier claim 3 , the electronics claim 3 , the electric motor claim 3 , and the gear box.6. The hybrid drive system of claim 1 , wherein the oil circulation system includes a first radiator claim 1 , and the internal combustion engine includes a second radiator claim 1 , and further including a single fan configured to blow across both the first and second radiator.7. The hybrid drive system of claim 1 , wherein the internal combustion engine includes a diesel engine.8. An autonomous vehicle claim 1 , comprising:an internal combustion engine;at least one electric motor;an electric generator mechanically coupled to the internal combustion engine, and electrically coupled to the electric motor;a number of drive wheels mounted to the frame, and electrically coupled to the electric motor;a pressurized ...

HYBRID VEHICLE CONTROL DEVICE

A hybrid vehicle control device is provided for controlling a drive system in a hybrid vehicle. The hybrid vehicle control device is provided with a hybrid control module that controls an operation start timing of a DC/DC converter at vehicle startup. When an ignition switch is pressed, after connecting a high power relay that is interposed between the motor/generator and the high power battery, the hybrid control module starts operation of the DC/DC converter upon determining that the outputtable electric power by the high power battery is a prescribed value or greater. 1. A hybrid vehicle control device of a hybrid vehicle for controlling a drive system including a starter motor , an engine , a clutch and a power motor , the hybrid vehicle control device comprising:a high power battery which is a power source of the power motor;an auxiliary battery which is a power source of the starter motor′a DC/DC converter that is disposed in an intermediate position connecting the high power battery and the auxiliary battery so that the auxiliary battery is charged by the high power battery via the DC/DC converter; anda hybrid control module programmed to control an operation start timing of the DC/DC converter at vehicle startup, whereinwhen a startup switch is pressed, the hybrid control module is programmed to connect a heavy current relay interposed between the power motor and the high power battery, and thereafter starts the DC/DC converter, if an outputtable electric power by the high power battery is a predetermined value or greater.2. The hybrid vehicle control device according to claim 1 , whereinthe hybrid control module is programmed to start the DC/DC converter, upon determining by the high power battery is equal to or greater than a starter startup threshold obtained by adding necessary power for engaging the clutch, an auxiliary load power, and a margin component.3. (canceled)4. (canceled) This application is a U.S. National stage application of International ...

PRECONDITIONING ELECTRIFIED VEHICLE SUBSYSTEMS BASED ON WEATHER FORECASTS

A method for preconditioning various subsystems of an electrified vehicle according to an exemplary aspect of the present disclosure includes, among other things, scheduling preconditioning of a battery pack, an interior cabin, a transmission and an engine of the electrified vehicle prior to a next expected usage time based at least on a weather forecast. 1. A method for preconditioning various subsystems of an electrified vehicle , comprising:scheduling preconditioning of a battery pack, an interior cabin, a transmission and an engine of the electrified vehicle prior to a next expected usage time based at least on a weather forecast.2. The method as recited in claim 1 , wherein scheduling the preconditioning includes determining the next expected usage time associated with the electrified vehicle.3. The method as recited in claim 2 , wherein determining the next expected usage time includes inferring the next expected usage time based on historical usage information associated with the electrified vehicle.4. The method as recited in claim 2 , wherein determining the next expected usage time includes receiving instructions from a user about a planned usage of the electrified vehicle.5. The method as recited in claim 1 , comprising determining whether the electrified vehicle is on plug prior to scheduling the preconditioning.6. The method as recited in claim 1 , comprising gathering temperature information from the various subsystems prior to scheduling the preconditioning.7. The method as recited in claim 1 , comprising obtaining the weather forecast from a web-based server.8. The method as recited in claim 7 , comprising communicating with the web-based server over a cloud to obtain the weather forecast.9. The method as recited in claim 1 , comprising actuating at least one touch point of the electrified vehicle based at least on the next expected usage time and the weather forecast.10. The method as recited in claim 9 , wherein the at least one touch point ...

Lubrication system monitoring assembly and method

An exemplary monitoring assembly includes a sensor that provides a first output when a lubricant reservoir holds a first amount of a contaminant, and a different, second output when the lubricant reservoir holds a different, second amount of the contaminant. A lubrication system monitoring controller operatively coupled to the sensor and configured to initiate a maintenance mode in response to the second output.

VEHICLE ELECTRIC AND MECHANICAL DRIVE TRAIN

A mechanical and electric drive train of a motor vehicle having an internal combustion engine and an electric motor, includes a conventional drive train which is driven by the internal combustion engine, an electric motor drive drain which is driven by an electric motor, a manual gearbox arranged in the conventional drive train, and at least one axle drive unit for driving axle drive members which are connected or are connectable via a clutch to driving wheels of at least one axle of the motor vehicle. The electric motor drive train is frictionally connected between the manual gearbox and the axle drive members to the drive train via at least one first clutch device, wherein the frictional connection can be produced and eliminated by actuation of the first clutch device. 115-. (canceled)16. A mechanical and electric drive train for a motor vehicle having an internal combustion engine and an electric motor , the drive train comprising:a first drive train drivable by the internal combustion engine;an second, electric motor, drive train drivable by the electric motor;a manual gearbox arranged in the first drive train; andat least one axle drive unit arranged to drive axle drive members that are connected or connectable via a clutch to drive wheels of at least one axle of the motor vehicle;wherein the second drive train is frictionally connected to the drive train between the manual gearbox and the axle drive members by at least one first clutch device, wherein the first clutch device is arranged to create and release the frictional connection by actuation of the first clutch device.17. The mechanical and electric drive train of claim 16 , further comprising a propeller shaft;wherein the axle drive unit is arranged to distribute the drive force of the internal combustion engine transmitted via the propeller shaft to two axle sides of a driven axle of the vehicle; andfurther wherein the axle drive unit comprises the first clutch device arranged to create a force flow ...

TRANSMISSION ASSEMBLY FOR A MOTOR VEHICLE

A transmission assembly for a motor vehicle having a gearbox including a clutch, a clutch-release device, a reversible rotary electric machine provided with a rotor provided with a central opening, and an intermediate shaft between the clutch and the rotor of the electric machine, the shaft supporting the clutch-release device at the front and being inserted in the central opening of the rotor. The transmission assembly includes a dry friction clutch provided with a reaction plate, and comprises, at the front, a damping double flywheel configured such as to be attached to the crankshaft of the heat engine of the vehicle and to form the reaction plate of the dry friction clutch and, at the rear, a torsion damper configured such as to be rotatably connected to the input shaft of the gearbox, the rotor of the electric machine being attached to the torsion damper. 115393456546359752985453548. Transmission assembly () for a motor vehicle with a gearbox () comprising a clutch () , a clutch release device () , a reversible rotary electrical machine () provided with a rotor () with a central opening , an intermediate shaft () between the clutch and the rotor () of the electrical machine () , said shaft () bearing the release device () at the front , and penetrating in the central opening in the rotor () , wherein it comprises a dry friction clutch () provided with a reaction plate , and in that it comprises , at the front , a double damping flywheel () which is configured to be secured on the crankshaft of the thermal engine () of the vehicle , and to form the reaction plate of the dry friction clutch () , and at the rear , it comprises a torsion damper () which is configured to be connected in rotation to the input shaft () of the gearbox () , and in that the rotor () of the electrical machine () is secured on the torsion damper ().22348. Assembly according to claim 1 , characterized in that it comprises a hybrid module () comprising the release device () claim 1 , the ...

ELECTRICALLY DRIVEN VEHICLE

An electrically driven vehicle includes a battery, front and rear motors, front and rear inverters, and a distributor. The front motor and the front inverter are arranged in a front region of the vehicle. The front inverter is configured to convert battery electric power into an alternating-current electric power, and supply the alternating-current electric power to the front motor. The rear motor and the rear inverter are arranged in a rear region of the vehicle. The rear inverter is configured to convert battery electric power into an alternating-current electric power, and supply the alternating-current electric power to the rear motor. The distributor is configured to distribute the electric power of the battery to the front inverter and the rear inverter. One of the rear inverter and another device that is attached to and removed from the vehicle together with the rear inverter is provided with the distributor. 1. An electrically driven vehicle comprising:a battery;a front motor arranged in a front region of the vehicle, the front motor being configured to drive front wheels;a front inverter arranged in the front region of the vehicle, the front inverter being configured to convert an electric power of the battery into an alternating-current electric power and supply the alternating-current electric power to the front motor;a rear motor arranged in a rear region of the vehicle, the rear motor being configured to drive rear wheels;a rear inverter arranged in the rear region of the vehicle, the rear inverter being configured to convert an electric power of the battery into an alternating-current electric power and supply the alternating-current electric power to the rear motor; anda distributor configured to distribute the electric power of the battery to the front inverter and the rear inverter, one of the rear inverter and another device being provided with the distributor, and the another device being attached to and removed from the vehicle together with the ...

SYSTEMS AND METHODS FOR STATE OF CHARGE AND CAPACITY ESTIMATION OF A RECHARGEABLE BATTERY

A battery system may include a battery that in operation couples to an electrical system, and a battery control module that in operation electrically couples to the battery. The battery control module may read battery data, estimate a state of charge of the battery based at least in part on the battery data, and estimate a state of charge error of the battery based on magnitudes of state of charge error sources. Additionally, the battery control module may update a state of health estimation of the battery when the state of charge error of the battery exceeds a predetermined threshold. 1. A battery system , comprising:a battery configured to couple to an electrical system; and read battery data;', 'estimate a state of charge of the battery based at least in part on the battery data;', 'estimate a state of charge error of the battery based on magnitudes of state of charge error sources; and', 'update a state of health estimation of the battery when the state of charge error of the battery exceeds a predetermined threshold., 'a battery control module configured to electrically couple to the battery, wherein the battery control module is configured to2. The battery system of claim 1 , wherein the battery control module is configured to re-estimate the state of charge of the battery based on the updated state of health estimation of the battery when the state of charge error of the battery exceeds the predetermined threshold.3. The battery system of claim 1 , wherein the battery control module is configured to estimate the state of charge of the battery via a current integration method claim 1 , an open circuit voltage measurement claim 1 , or a recursive algorithm.4. The battery system of claim 1 , wherein the predetermined threshold comprises the state of charge error of approximately 5 percent.5. The battery system of claim 1 , wherein an estimation logic module of the battery control module is configured to determine when the predetermined threshold is surpassed by ...

TRANSMISSION FLUID CONDITIONING FOR ELECTRIFIED VEHICLES

An electrified vehicle according to an exemplary aspect of the present disclosure includes, among other things, a transmission and an electrically powered heating device configured to selectively warm a transmission fluid circulated inside the transmission. 1. An electrified vehicle , comprising:a transmission; andan electrically powered heating device configured to selectively warm a transmission fluid circulated inside said transmission.2. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device is in direct contact with said transmission fluid inside said transmission.3. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device includes a positive temperature coefficient (PTC) heater.4. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device includes an infrared heating device.5. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device includes a resistive heating device.6. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device includes a probe that extends into a sump of said transmission.7. The electrified vehicle as recited in claim 1 , comprising a control module configured to selectively command actuation of said electrically powered heating device.8. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device is powered by grid power.9. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device is powered by a high voltage battery pack.10. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device is mounted through an opening in a transmission housing of said transmission.11. The electrified vehicle as recited in claim 1 , wherein said electrically powered heating device is mounted within an oil pan of said transmission.12. The electrified vehicle ...

Device for a hybrid vehicle with a dust ring between an electric machine and a reaction plate

A device for a motor vehicle transmission assembly, comprising:—an electric machine ( 3 ) comprising a rotor ( 9 ) able to rotate about an axis X and a stator ( 8 ), the rotor ( 9 ) being arranged inside the stator ( 8 ), separated from the stator ( 8 ) by an annular air gap space ( 300 ),—a clutch ( 2 ) coaxial with the electric machine comprising a reaction plate ( 10 ), the reaction plate ( 10 ) rotating as one with the rotor ( 9 ) and being positioned an axial distance from said rotor ( 9 ) in order to leave space between the electric machine ( 3 ) and the reaction plate ( 10 ), the assembly being fitted with a dust ring ( 301 ) positioned axially in the space between the electric machine ( 3 ) and the reaction plate ( 10 ) and extending radially far enough to cover the annular air gap space ( 300 ).