There is provided a control device for vehicles which can improve quietness and fuel economy, while maintaining high responsiveness to acceleration of a vehicle. Therefore, the control device 100 for vehicles includes a gear ratio control unit 10 that controls a gear ratio of a vehicle V, and a determination unit 20 that determines whether or not there is an acceleration limit of the vehicle V. The gear ratio control unit 10 is configured to limit an increase in gear ratio R.sub.t, when the determination unit 20 determines that there is an acceleration limit.

A power delivery system for an electric vehicle provides efficient power management for either continuous or intermittent high-performance operation, using a boost stage and an on-board charging circuit. A main battery, configured as a high-capacity power source, supplies power to the electric motor under normal load conditions. An auxiliary boost battery assists the main battery in supplying a high-level current at a higher discharge rate thereby causing the motor to operate in a high-performance drive mode. A charging circuit recharges the boost battery from the main battery during operation of the motor. The charging circuit also maintains a charge balance between the boost battery and the main battery when the two batteries have different chemistries. In one embodiment, participation of the boost battery in powering the electric motor can be controlled automatically according to sensed changes in the load. In another embodiment, power management can be based on timed intervals.

A power delivery system for an electric vehicle provides efficient power management for either continuous or intermittent high-performance operation, using a boost stage and an on-board charging circuit. A main battery, configured as a high-capacity power source, supplies power to the electric motor under normal load conditions. An auxiliary boost battery assists the main battery in supplying a high-level current at a higher discharge rate thereby causing the motor to operate in a high-performance drive mode. A charging circuit recharges the boost battery from the main battery during operation of the motor. The charging circuit also maintains a charge balance between the boost battery and the main battery when the two batteries have different chemistries. In one embodiment, participation of the boost battery in powering the electric motor can be controlled automatically according to sensed changes in the load. In another embodiment, power management can be based on timed intervals.

A controlling apparatus is provided for a vehicle including a motor, an inverter, and a battery. The controlling apparatus includes a determiner, an estimator, and a controller. The determiner judges whether a first condition is satisfied or not. The first condition is satisfied if the vehicle is in a coasting state in a regeneration prohibited mode in which a regenerative brake is disabled. The estimator estimates whether a second condition is satisfied or not. The second condition is satisfied if the motor is not to generate a regenerative torque upon a shutdown of the inverter. The controller shuts down the inverter if the determiner judges that the first condition is satisfied and the estimator estimates that the second condition is satisfied.

The vehicle drive system includes: a motor having a stator and a rotor; and a battery. The stator has primary conductors, the rotor has secondary conductors, and the battery has battery modules. A motor ECU and a battery ECU are provided. The motor ECU can change the number of poles of the motor by increasing/reducing the number of primary conductor groups, in each of which a current flows in the same direction and the primary conductors are continuously aligned in a circumferential direction. The battery ECU can change a connection mode of battery module pairs, which are electrically connected to each other, between in series and in parallel. The ECU, the motor ECU, and the battery ECU are configured to initiate changing the number of the poles and changing the connection mode of the battery module pairs at different timings from each other.

The vehicle drive system includes: a motor having a cylindrical stator and a cylindrical rotor provided in the stator and driving a drive wheel of a vehicle by rotation of the rotor; and a motor ECU controlling the motor. The stator has plural primary conductors, and the rotor has plural secondary conductors in a radially outer portion. The motor is configured to change a number of poles of the stator when the motor ECU increases/reduces a number of primary conductor groups through which the current flows in the same direction and are continuously aligned in a circumferential direction. An ECU and the motor ECU are configured to change the number of the poles of the stator on the basis of at least one of a driving operation by a driver and a travel state of an own vehicle.

According to the control method, the power/torque that can be supplied by an electric drive motor in a vehicle is handled by setting and adjusting a maximum available level for the power/torque that can actually be supplied; the adjustment includes a reduction of the maximum available level from a peak value to a nominal value after the electric drive motor has supplied an actual power/torque equal to said peak value for a predetermined amount of time.

A system for dynamic battery loading for electric vehicles includes an electric motor to displace a vehicle. A first battery stores a first electric power charge and a second battery stores a second electric power charge. A controller dynamically loads or couples the first battery or the second battery to deliver the first electric power charge or the second electric power charge, respectively, to the electric motor based at least in part on the power signal, a location of the first battery, or a location of the second battery within the vehicle.

An electric drive system includes an energy storage system (ESS), a power conversion system, and an alternating current (AC) traction system. The ESS provides or receives electric power, The ESS includes a first energy storage unit and a second energy storage unit. The power conversion system is electrically coupled to the ESS for converting an input power to an output power. The AC traction system is electrically coupled to the power conversion system for converting the output power of the power conversion system to mechanical torques. The AC traction system includes a first AC drive device and a second AC drive device. An energy management system (EMS) is in electrical communication with the ESS, the AC traction system, and the power conversion system for providing control signals.

An electric drive system includes an energy storage system (ESS), a power conversion system, and an alternating current (AC) traction system. The ESS provides or receives electric power. The ESS includes a first energy storage unit and a second energy storage unit. The power conversion system is electrically coupled to the ESS for converting an input power to an output power. The AC traction system is electrically coupled to the power conversion system for converting the output power of the power conversion system to mechanical torques. The AC traction system includes a first AC drive device and a second AC drive device. An energy management system (EMS) is in electrical communication with the ESS, the AC traction system, and the power conversion system for providing control signals.