An engine electronic control unit of a hybrid vehicle is configured to execute in-abnormality starting control for starting an engine when the engine is cranked in a state where abnormality occurs to communication between the engine electronic control unit and a hybrid electronic control unit. The hybrid electronic control unit is configured to execute in-abnormality cranking control for controlling the first motor such that the engine is cranked when the abnormality occurs to the communication between the engine electronic control unit and the hybrid electronic control unit. In addition, the hybrid electronic control unit is configured to execute in-abnormality electric travel control for controlling the second motor such that the hybrid vehicle travels only by power from the second motor when the in-abnormality cranking control is executed but the engine is not started.

A vehicle control system includes a controller that is programmed to, in response to an accelerator lift-pedal event, generate a drag torque, with at least one of an engine and electric machine, having a magnitude that is based on a deceleration fuel shut-off torque of the engine and a desired power output of the electric machine, and limit the drag torque to a threshold value that is based on the deceleration fuel shut-off torque.

An electric locomotive includes a first control line and DC buses laid between couplers, a power storage device connected to the DC buses, and a DC/DC converter that executes charge and discharge control with respect to the power storage device. A non-powered vehicle includes DC buses connected to the DC buses via a coupler, a second control line, a power storage device connected to the DC buses via a circuit breaker, and a BMU that manages the power storage device. The DC/DC converter executes power accumulation control with respect to the power storage device and power accumulation control with respect to the power storage device. When having determined abnormality of the power storage device, the BMU controls the circuit breaker to be turned off, thereby cutting off electrical connection between the power storage device and the DC buses.

An electric locomotive includes a first control line and DC buses laid between couplers, a power storage device connected to the DC buses, and a DC/DC converter that executes charge and discharge control with respect to the power storage device. A non-powered vehicle includes DC buses connected to the DC buses via a coupler, a second control line, a power storage device connected to the DC buses via a circuit breaker, and a BMU that manages the power storage device. The DC/DC converter executes power accumulation control with respect to the power storage device and power accumulation control with respect to the power storage device. When having determined abnormality of the power storage device, the BMU controls the circuit breaker to be turned off, thereby cutting off electrical connection between the power storage device and the DC buses.

A control device for a hybrid vehicle is provided. When a first drive mode is selected as the drive mode of the hybrid vehicle, a control section shifts the drive mode to a second drive mode when a charge amount of a battery for an electric motor becomes smaller than or equal to a determination charge amount. The first drive mode operates the electric motor while an internal combustion engine is stopped. The second drive mode permits the operation of the internal combustion engine. The control section executes a shifting process when the upper limit system output is lower than or equal to a startup determination output even though the charge amount of the battery is greater than the determination charge amount. The shifting process shifts the drive mode to the second drive mode to start the internal combustion engine.

A contactless power supply device that supplies electric power to a vehicle in a contactless manner, includes: a power transmission resonance circuit; a power source circuit supplying direct-current power; and a power transmission circuit converting the direct-current power of the power source circuit into alternating-current power and supplying alternating-current power to the power transmission resonance circuit. The power transmission circuit includes: an inverter circuit converting the direct-current power of the power source circuit into alternating-current power; and a power transmission-side immittance conversion circuit adjusting the alternating-current power of the inverter circuit and supplies the adjusted alternating-current power to the power transmission resonance circuit. The ratio of a characteristic impedance of the power transmission-side immittance conversion circuit to an impedance backward on the power transmission resonance circuit side from the power transmission-side immittance conversion circuit is adjusted such that harmonic components in the alternating-current power of the inverter circuit becomes lessened.

In a method of operating a motor vehicle driven electrically, at least temporarily, on a roadway, the motor vehicle is moved fully autonomously by a control unit in response to a command for automatic operating mode. After a charging arm of the motor vehicle has been extended, a lateral control of the motor vehicle is executed to bring the extended charging arm into electric contact with a charging line arranged at or on the roadway. As a result, electric energy provided from the charging line to the charging arm is used for charging an energy accumulator of the motor vehicle and/or operating a drive device of the motor vehicle for moving the motor vehicle. A longitudinal control of the motor vehicle is executed to thereby maintain a predefined longitudinal speed of the motor vehicle until a distance of the motor vehicle reaches a predefined minimum distance to a leading vehicle.

A wireless power receiving system includes: a power receiving device having a power receiving coil configured to receive electric power supplied wirelessly from a power transmission coil of a power transmission device installed on a road surface, at least part of the power receiving coil being contained in a vehicle wheel; and in-vehicle devices installed in a mobile object, the in-vehicle devices being energizably connected to the power receiving device. The power receiving device transmits the received electric power to the in-vehicle devices.

A wireless power receiving system includes: a power receiving device having a power receiving coil configured to receive electric power supplied wirelessly from a power transmission coil of a power transmission device installed on a road surface, at least part of the power receiving coil being contained in a vehicle wheel; and in-vehicle devices installed in a mobile object, the in-vehicle devices being energizably connected to the power receiving device. The power receiving device transmits the received electric power to the in-vehicle devices.

The present invention is provided with: a sensing unit which is provided in a vehicle and measures the three-dimensional shape of an object; a matching unit for performing matching between multiple sets of structure information, in which are associated a data group indicating the three-dimensional shapes of structures provided beforehand near a path the vehicle will travel along and positional information indicating the posit ions of the structures, and a data group indicating the three-dimensional shape of the object measured by the sensing unit, and for specifying the position of the object; and an estimated position determination unit for determining, with the position specified by the matching unit as a reference position, the estimated position of the vehicle on the basis of the reference position.