A hybrid power supply system of diesel multiple unit is disclosed. When a train is running, an energy management module sends a level signal of a master controller of the train to an inverter, and the inverter, according to the received level signal of the master controller and the dynamic performance of the hybrid power supply system, sets an envelope curve of train speed vs. traction force and an envelope curve of train speed vs. regenerative braking force to control a traction motor to output the corresponding torque. Further, the inverter, according to the voltage and current values acquired at the input end, calculates and sends a current actual demanded power to the energy management module, the energy management module, according to the current available power of a supercapacitor, calculates a required output power and sends a command of the required output power to a rectifier, and the rectifier, according to the command of the energy management module, controls the internal electric power pack to output corresponding power. The system is simple in structure and reliable in control, and can increase the dynamic performance of the train and improve the transportation capability of the train. A hybrid power supply method for a diesel multiple unit is also disclosed.

A method for controlling an actuator system of a motor vehicle includes utilizing a model predictive control (MPC) module with an MPC solver to determine optimal positions of one or more actuators of the actuator system. The method further includes receiving a plurality of actuator system parameters, and triggering the MPC solver to generate one or more control commands from plurality of actuator system parameters. The method further includes applying a cost function to reduce a steady-state tracking error in the one or more control commands from the MPC solver and applying the one or more control commands to alter positions of the one or more actuators, and applying a penalty term to the steady-state predictions of positions of the plurality of actuators to limit a difference between a steady-state prediction of the actuator system and a solution from the MPC solver.

A vehicle drive device includes a generator to output AC power, a converter that converts the AC power into DC power, and an inverter that converts the DC power into AC power. An electric motor is driven by the AC power output by the inverter, and an inverter controller (i) calculates a control command value in accordance with an operation command and (ii) controls the inverter based on the calculated value. A value obtained by dividing (i) an amount of the change in the control command value in a case of an increase of the operation command by (ii) a period from when the operation command changes to when the control command value reaches the control command value corresponding to post-change operation command has a negative correlation with the rotational speed of the electric motor at the time when the operation command changes.

A vehicle drive device includes a generator to output AC power, a converter that converts the AC power into DC power, and an inverter that converts the DC power into AC power. An electric motor is driven by the AC power output by the inverter, and an inverter controller (i) calculates a control command value in accordance with an operation command and (ii) controls the inverter based on the calculated value. A value obtained by dividing (i) an amount of the change in the control command value in a case of an increase of the operation command by (ii) a period from when the operation command changes to when the control command value reaches the control command value corresponding to post-change operation command has a negative correlation with the rotational speed of the electric motor at the time when the operation command changes.

A vehicle power assist system can be applied to a vehicle with a driven wheel (4) that is mechanically unconnected to a main drive source (5) such as an internal combustion engine. The driven wheel (4) is supported by a wheel support bearing assembly (31) to which a drive assist, motor generator (8) is mounted. A rotor of the motor generator (8) is directly fixed to a rotational ring of the wheel support bearing assembly (31) without interposition of a speed reducing mechanism or a speed increasing mechanism. The vehicle power assist system includes a power storage unit (19) configured to store a regenerative power generated by the motor generator (8) and to supply the stored power to the motor generator (8).

A vehicle power assist system can be applied to a vehicle with a driven wheel (4) that is mechanically unconnected to a main drive source (5) such as an internal combustion engine. The driven wheel (4) is supported by a wheel support bearing assembly (31) to which a drive assist, motor generator (8) is mounted. A rotor of the motor generator (8) is directly fixed to a rotational ring of the wheel support bearing assembly (31) without interposition of a speed reducing mechanism or a speed increasing mechanism. The vehicle power assist system includes a power storage unit (19) configured to store a regenerative power generated by the motor generator (8) and to supply the stored power to the motor generator (8).

Methods and systems for operating a hybrid electric aircraft propulsion system. The method comprises providing alternating current (AC) electric power to a first electric motor to drive a first rotating propulsor, providing the first electric motor with AC electric power from at least one motor inverter operatively coupled to a direct current (DC) power source, detecting a failure in a path to the first electric motor, and selectively rearranging a first switching arrangement between the generator, the at least one motor inverter, and the first electric motor.

Methods and systems for operating a hybrid electric aircraft propulsion system. The method comprises providing alternating current (AC) electric power to a first electric motor to drive a first rotating propulsor, providing the first electric motor with AC electric power from at least one motor inverter operatively coupled to a direct current (DC) power source, detecting a failure in a path to the first electric motor, and selectively rearranging a first switching arrangement between the generator, the at least one motor inverter, and the first electric motor.

There has been a drawback in that current command values need to be set for a current command unit of a power conversion device in accordance with efficiency, and thus the number of operation steps increases. In the power conversion device connected between a three-phase AC rotating machine and a DC power supply and configured to convert DC power into AC power, a DC voltage value, of the DC power supply, that is to be inputted to a current command unit of the power conversion device is corrected on the basis of an efficiency index, and a current command value to be outputted by the current command unit is changed on the basis of the corrected DC voltage value and a torque command value, whereby the efficiencies of the power conversion device and the three-phase AC rotating machine are controlled.

There has been a drawback in that current command values need to be set for a current command unit of a power conversion device in accordance with efficiency, and thus the number of operation steps increases. In the power conversion device connected between a three-phase AC rotating machine and a DC power supply and configured to convert DC power into AC power, a DC voltage value, of the DC power supply, that is to be inputted to a current command unit of the power conversion device is corrected on the basis of an efficiency index, and a current command value to be outputted by the current command unit is changed on the basis of the corrected DC voltage value and a torque command value, whereby the efficiencies of the power conversion device and the three-phase AC rotating machine are controlled.