A hybrid electric vehicle (HEV) includes an inverter control system connected to a transmission such that the connection secures the inverter control system to the transmission during operation while allowing limited pivoting or rotating of the inverter control system relative to the transmission during a frontal collision to modify the translational motion and reduce or avoid loading of rigid objects or components between the inverter control system and the vehicle cabin or occupant compartment. Positioning of an electric cable conduit or connector near or adjacent to the pivot or rotational axis reduces translational force on the conductors to reduce or avoid damage during a frontal collision.

A hybrid electric vehicle (HEV) includes an inverter control system connected to a transmission such that the connection secures the inverter control system to the transmission during operation while allowing limited pivoting or rotating of the inverter control system relative to the transmission during a frontal collision to modify the translational motion and reduce or avoid loading of rigid objects or components between the inverter control system and the vehicle cabin or occupant compartment. Positioning of an electric cable conduit or connector near or adjacent to the pivot or rotational axis reduces translational force on the conductors to reduce or avoid damage during a frontal collision.

A motor control apparatus includes: a converter configured to convert AC voltage input from an AC power supply side into DC voltage, and then output the DC voltage to a DC side; an inverter configured to convert DC voltage input from the DC side into AC voltage for driving a motor, and then output the AC voltage; and a boosting unit configured to step up DC voltage input to the inverter from the DC side, according to a deviation between a speed command to the motor and speed information acquired from the motor.

A motor control apparatus includes: a converter configured to convert AC voltage input from an AC power supply side into DC voltage, and then output the DC voltage to a DC side; an inverter configured to convert DC voltage input from the DC side into AC voltage for driving a motor, and then output the AC voltage; and a boosting unit configured to step up DC voltage input to the inverter from the DC side, according to a deviation between a speed command to the motor and speed information acquired from the motor.

An electric vehicle includes a frame, a wheel coupled to the frame, and a battery assembly including a housing supported by the frame. The housing includes a top side and a bottom side opposite the top side. A drive assembly of the electric vehicle is at least partially enclosed within a drive housing unit. The drive assembly includes a motor configured to receive power from the battery assembly and a gear assembly configured to transmit torque from the motor to the wheel. The drive housing unit is positioned below the bottom side of the housing.

Like a transformer that can increase or decrease AC voltage or current by increasing or decreasing the turns-ratio of the transformer an amplification factor is developed. And like a transistor that can amplify/attenuate an electrical signal and by manipulating the hfe of the transistor, it could increase or decrease the amplification factor of the transistor. Likewise, the MAM unit, depending on the number of phases used, can amplify the power for a given output motor by increasing the number of phases of the output AC motor, which substantially reduces the amount of current an AC motor will draw for a specific amount of torque. By increasing the number of phases on an AC synchronous, asynchronous, axial, induction, or reluctance type motor, using alternating current, you can increase the efficiency, which implies an amplification factor of the motor thereby reducing the applied current required for a given amount of torque/speed.

Like a transformer that can increase or decrease AC voltage or current by increasing or decreasing the turns-ratio of the transformer an amplification factor is developed. And like a transistor that can amplify/attenuate an electrical signal and by manipulating the hfe of the transistor, it could increase or decrease the amplification factor of the transistor. Likewise, the MAM unit, depending on the number of phases used, can amplify the power for a given output motor by increasing the number of phases of the output AC motor, which substantially reduces the amount of current an AC motor will draw for a specific amount of torque. By increasing the number of phases on an AC synchronous, asynchronous, axial, induction, or reluctance type motor, using alternating current, you can increase the efficiency, which implies an amplification factor of the motor thereby reducing the applied current required for a given amount of torque/speed.

A driving system includes a first alternating-current rotary electrical machine and a second alternating-current rotary electrical machine. The driving system includes: a first inverter electrically connected to the first alternating-current rotary electrical machine; a second inverter electrically connected to a first end of each of phase windings constituting the second alternating-current rotary electrical machine; a step-up converter; and a third inverter that is electrically connected to a second end of each of the phase windings and transfers power to a second direct-current power source different from the first direct-current power source to drive the second alternating-current rotary electrical machine. The step-up converter raises an output voltage of the first direct-current power source and outputs the output voltage to the first inverter and the second inverter. The second direct-current power source and the first alternating-current rotary electrical machine are connected by a single connection route.

A driving system includes a first alternating-current rotary electrical machine and a second alternating-current rotary electrical machine. The driving system includes: a first inverter electrically connected to the first alternating-current rotary electrical machine; a second inverter electrically connected to a first end of each of phase windings constituting the second alternating-current rotary electrical machine; a step-up converter; and a third inverter that is electrically connected to a second end of each of the phase windings and transfers power to a second direct-current power source different from the first direct-current power source to drive the second alternating-current rotary electrical machine. The step-up converter raises an output voltage of the first direct-current power source and outputs the output voltage to the first inverter and the second inverter. The second direct-current power source and the first alternating-current rotary electrical machine are connected by a single connection route.

An energy harvester article configured to associate with a ferromagnetic flywheel having gear teeth is provided and includes a magnet, a first pole piece, wherein the first pole piece includes a first pole piece first end and a first pole piece second end, a second pole piece, wherein the second pole piece includes a first portion and a second portion configured into an L shape, and wherein the second portion is arranged to be substantially parallel with the first pole piece and separated from the first pole piece by a distance L, and a coil, wherein the coil is configured to be wrapped around the first pole piece proximate the first pole piece second end.