Abstract:
An HV-ECU executes refresh-discharging of a battery before the battery is charged from a commercial power source using an AC/DC converter (S 110). After the battery is refresh-discharged (S150), the HV-ECU outputs a control signal to the AC/DC converter such that the battery is charged from the commercial power source by the drive of the AC/DC converter (S 170).
Abstract:
Drive control equipment for a vehicle comprises: a plurality of power conversion devices (14) respectively connected with a plurality of motors (12) that convert DC power supplied from a DC power source (19) to AC power and output this to said motors; a control device (18) that controls the power conversion devices; a frame (60) that accommodates said power conversion devices and the control device and having a ceiling wall (62) facing below the vehicle floor; and a power unit (68) having a cooler (80) in which are installed a plurality of semiconductor elements constituting the power conversion devices; a first control board (82) provided with a first connector connected with said semiconductor elements, arranged facing the cooler; and a second control board (84) arranged in a direction orthogonal to said first control board and connected with a second connector connected with the first connector of said first control board.
Abstract:
The invention relates to an autonomous retarder system for a vehicle including a retarder (10) having a central rotor (11) and two stators (12), one on each side of the rotor (11). The rotor (11) is rigidly coupled to an axle (1). A generator (20, 30, 50) is also included, coupled to the retarder (10), for supplying same with electrical energy. In addition, the generator (20, 30, 50) comprises a stator (22) and a rotor (21,31,51) coupled to the retarder.
Abstract:
A hybrid-vehicle driving system includes an engine, a transmission, a first motor/generator provided between the engine and the transmission, and a battery that can charge and discharge the first motor/generator. When an estimated output voltage of the first motor/generator becomes higher than or equal to a predetermined voltage during a gear shift operation of the transmission, the battery is electrically disconnected from the driving system, and the voltage of a power line on the side of the first motor/generator is then decreased so as to charge the battery.
Abstract:
A power conversion device for a vehicle includes: a power module that includes a switching device and, upon operation of the switching device, converts DC power into AC power to be supplied to an electric machine for driving a vehicle; a capacitor module that includes a smoothing capacitor element, an input-side power source terminal for receiving DC power, and an output-side power source terminal for supplying DC power to the power module; and a noise removal capacitor for removing noise, wherein: the noise removal capacitor is built in the capacitor module, and the noise removal capacitor is electrically connected to the input-side power source terminal in a position where a distance between a connection position of the noise removal capacitor and the input-side power source terminal is less than a distance between a connection position of the noise removal capacitor and the output-side power source terminal of the capacitor module.
Abstract:
A power supply apparatus for a vehicle includes first and second batteries (B1, B2) provided electrically in parallel to main loads (14, 22), a boost converter (12A) provided between the first battery (B1) and the main loads, a boost converter (12B) provided between the second battery (B2) and the main loads, an auxiliary battery (B3), a DC/DC converter (33), and an auxiliary load (35) driven by power from the auxiliary battery (B3) or DC/DC converter (33). The controller (30) determines charging currents or discharging currents for the batteries (B1, B2) reflecting variations in a current flowing through the auxiliary load (35). Accordingly, a power supply apparatus for a vehicle can thus be provided in which imbalance between charging/discharging currents for a plurality of power storage devices is reduced.
Abstract:
Under a condition that rotor rotation speeds (Ées are equal, winding wire currents Id, Iq are equal, and winding wire inductances Ld, Lq are equal in first and second electric motors 1, 2, a magnet temperature anomaly detector 30 provided in a microcomputer 5 calculates a change ratio d(|¦ml-¦mr - ¦mr|)/dt of a magnetic flux difference between the first and second electric motors 1, 2 based on the difference Vql* - Vqr* between a q-axis voltage command value Vqr* corresponding to the first electric motor 1 and a q-axis voltage command value Vqr corresponding to the second electric motor 2, and then when the change ratio d(|¦ml - ¦mr|)/dt of the magnetic flux difference is more than a predetermined threshold Sh1, it is determined that a permanent magnet of at least any one of the electric motors 1, 2 has a temperature anomaly.