A vehicle thermal management system includes a vehicle driving battery that generates heat during charging and discharging and a liquid heat transfer medium that transfers the heat received from the battery. The system further includes a heat receiver that causes the heat transfer medium to receive the heat and a refrigerant heat exchanger that causes the heat transfer medium to release the heat. The heat transfer medium includes a liquid base material including water and an orthosilicic acid ester compatible with the liquid base material and does not include an ionic rust inhibitor. The orthosilicic acid ester is present, as a concentration of silicon, relative to a total mass of the heat transfer medium within a range between 1 mass ppm, inclusive, and 2000 mass ppm, inclusive or within a range between 2000 mass ppm, non-inclusive, and 10000 mass ppm, inclusive.

The invention relates to an electric power transmission system (20) for a vehicle (10) comprising an energy storage system (30) for storing electrical power and a bidirectional power system (40) connected to the energy storage system, the bidirectional power system comprising a bidirectional DC/AC converter (50) for power conversion, the bidirectional DC/AC converter (50) being connected to the energy storage system, a junction unit (60) connected to the bidirectional DC/AC converter and comprising a charging interface (70) for connecting to an external power supply grid (72), and an electrical power take-off (ePTO) (80) interface for connecting to an external power load (82), and wherein the bidirectional power system is configured to perform any one of the following operations: an ePTO first operation (1 10), in which power is transferred from the energy storage system to the ePTO interface via the bidirectional power system, an ePTO second operation (120), in which power is transferred from the charging interface to the ePTO interface via the bidirectional power system, and a charging operation (130), in which power is transferred from the charging interface to the energy storage system via the bidirectional power system.

Provided is an AC electric motor control device capable of detecting, in an AC electric motor drive device, abnormal operation of an AC electric motor or abnormal operation due to, for example, a sudden change of a load without an erroneous operation regardless of the operational state of the AC electric motor. When driving a three-phase AC electric motor by an inverter, inside a controller, an electric motor constant is calculated using at least one of the current, voltage, and rotational speed of the electric motor and the variation of the constant value is analyzed, thereby detecting abnormal operation of the electric motor or abnormal operation of a load device connected to the electric motor. In order to analyze the constant, a variation to be determined to be abnormal is preset or an abnormal value is calculated in comparison with the accumulated values of past constant changes. Alternatively, only the variation of the constant calculated in the controller is extracted to detect abnormality.

This vehicle turning control device controls the turning characteristic of a vehicle having braking/driving sources capable of independently controlling a braking/driving torque for each wheel. The vehicle turning control device includes a yaw moment control device for controlling a yaw moment occurring in the vehicle, and a slip determination device for determining a road surface state from the angular velocity and the angular acceleration of the wheel and the vehicle speed. The yaw moment control device includes a control gain calculator for calculating a control gain, a target yaw rate calculator for calculating a target yaw rate from the vehicle speed, the steering angle, and the control gain, and a yaw moment calculator for calculating the braking/driving torque for each wheel in accordance with the target yaw rate. The control gain calculator calculates the control gain on the basis of a determination result of the slip determination device.

This vehicle turning control device controls the turning characteristic of a vehicle having braking/driving sources capable of independently controlling a braking/driving torque for each wheel. The vehicle turning control device includes a yaw moment control device for controlling a yaw moment occurring in the vehicle, and a slip determination device for determining a road surface state from the angular velocity and the angular acceleration of the wheel and the vehicle speed. The yaw moment control device includes a control gain calculator for calculating a control gain, a target yaw rate calculator for calculating a target yaw rate from the vehicle speed, the steering angle, and the control gain, and a yaw moment calculator for calculating the braking/driving torque for each wheel in accordance with the target yaw rate. The control gain calculator calculates the control gain on the basis of a determination result of the slip determination device.

A vehicle thermal management system includes a vehicle driving battery that generates heat during charging and discharging and a liquid heat transfer medium that transfers the heat received from the battery. The system further includes a heat receiver that causes the heat transfer medium to receive the heat and a refrigerant heat exchanger that causes the heat transfer medium to release the heat. The heat transfer medium includes a liquid base material including water and an orthosilicic acid ester compatible with the liquid base material and does not include an ionic rust inhibitor. The orthosilicic acid ester is present, as a concentration of silicon, relative to a total mass of the heat transfer medium within a range between 1 mass ppm, inclusive, and 2000 mass ppm, inclusive or within a range between 2000 mass ppm, non-inclusive, and 10000 mass ppm, inclusive.

A vehicle drive system uses an in-wheel motor and has: a vehicle speed sensor; an in-wheel motor that is provided to a wheel of the vehicle and drives the wheel; an internal combustion engine that is provided in a vehicle body of the vehicle and drives the wheel; and control equipment that controls the in-wheel motor and the internal combustion engine. The control equipment causes the internal combustion engine to generate drive power and causes the in-wheel motor not to generate the drive power when the travel speed of the vehicle detected by the vehicle speed sensor is lower than a specified vehicle speed that is higher than zero. The internal combustion engine and the in-wheel motor generate the drive power in the case where the travel speed of the vehicle detected by the vehicle speed sensor is equal to or higher than the specified vehicle speed.

A vehicle drive system uses the in-wheel motor for driving the vehicle and has: an in-wheel motor that is provided in a wheel of a vehicle and drives the wheel; an internal combustion engine that is provided in a vehicle body of the vehicle and drives the wheel; and control equipment that controls the in-wheel motor and the internal combustion engine on the basis of requested output by a driver. The control equipment is configured to cause the internal combustion engine to generate drive power and cause the in-wheel motor not to generate the drive power when the requested output by the driver is lower than specified output. The control equipment is further configured to cause the internal combustion engine and the in-wheel motor to generate the drive power when the requested output by the driver is equal to or higher than the specified output.

A semiconductor component includes: a semiconductor device; an insulating molded portion configured to encapsulate the semiconductor device; a terminal connected to the semiconductor device, the terminal being configured to project out from the insulating molded portion; and a cooler mounted with the insulating molded portion such that the semiconductor device is cooled; wherein a recessed portion is formed in a surface of the cooler on which the insulating molded portion is mounted so as to extend from a position facing the terminal to a position at inner side of an end portion of the insulating molded portion.

The present invention relates to a power management system of a pure electric vehicle powered exclusively by batteries which allows the vehicle to carry a load of up to 13 tons, where the system of the present invention is provided with five blocks: a battery system (SBAT) (3), a control and power logic unit (ULCP) (4), a traction system (STR) (5), an auxiliary system (SAX) (36), and a driver's control panel (PCM) 81, where such blocks are interconnected by two buses, CAN bus (128) and Digital/Analogical BDA (129). The battery system has two battery banks (1) and (2) in parallel which are monitored by the BMS (76). The BMS (76) checks whether the voltages at the output of the batteries are the same as the input of the inverter (8) and manages the use of the battery banks in conjunction with the eVSI (73) by operating the battery bank (1) or the battery bank (2) or both depending on the load conditions of each bank. The eVSI (73) coordinates the control and power logic unit (ULCP) (4) which, through its components, controls the flow of energy between the battery banks, the traction system (STR) (5) and the auxiliary system (SAX) (36).