An energy assembly includes: an engine including a crank shaft; a starter that starts the engine; an energy converter that is connected to the crank shaft of the engine and converts rotational power of the crank shaft into another type of energy; controlling circuitry configured to control the engine, the starter, and the energy converter; a supporting body supporting the engine, the starter, the energy converter, and the controlling circuitry; and an energy interface that transmits the energy, generated by the energy converter, to an external device detachably attached to the energy assembly. The engine, the starter, the energy converter, the controlling circuitry, and the energy interface are integrated with each other.

In an aspect of the disclosure, a method, a computer-readable medium, and an apparatus are provided. The apparatus may be a vehicle power system, which includes an electric motor, a primary power source that energizes the electric motor, wherein the primary power source employs a turbine to generate electricity, a second power source that supplements the primary power source to energize the electric motor, and a control component that monitors power provided to the electric motor by the primary power source, that determines that additional power needs to be provided to the electric motor in order to meet a driving requirement, and that directs additional power from the second power source to the electric motor.

In an aspect of the disclosure, a method, a computer-readable medium, and an apparatus are provided. The apparatus may be a vehicle power system, which includes an electric motor, a primary power source that energizes the electric motor, wherein the primary power source employs a turbine to generate electricity, a second power source that supplements the primary power source to energize the electric motor, and a control component that monitors power provided to the electric motor by the primary power source, that determines that additional power needs to be provided to the electric motor in order to meet a driving requirement, and that directs additional power from the second power source to the electric motor.

Method and apparatus are disclosed for vehicle on-board multiphase power generation. An example vehicle includes an engine and a generator electrically coupled to the engine. The example vehicle also includes a phase converter electrically coupled to an input connector and the generator and an output connector electrically coupled to the phase converter. The phase converter provides multi-phase power to the output connector using power from the generator and power from a secondary source connected to the input connector.

An electric vehicle allows a user to experience changes in acceleration g-force, as with a conventional power plant, including: a transmission that sets a gearshift position based on a gearshift position command value to be supplied, and reduces a rotation speed of a motor with the gear ratio based on the gearshift position to rotationally drive wheels; a user operation unit that outputs the gearshift position command value and a speed control amount, based on user operation; and a controller that sets a DC voltage command value or an AC voltage command value to an operation-based value corresponding to the gearshift position and the speed control amount, and, on the condition that operation on the user operation unit satisfies a predetermined condition, sets the DC voltage command value or the AC voltage command value to a value higher than the operation-based value for causing a change in acceleration.

An electric vehicle allows a user to experience changes in acceleration g-force, as with a conventional power plant, including: a transmission that sets a gearshift position based on a gearshift position command value to be supplied, and reduces a rotation speed of a motor with the gear ratio based on the gearshift position to rotationally drive wheels; a user operation unit that outputs the gearshift position command value and a speed control amount, based on user operation; and a controller that sets a DC voltage command value or an AC voltage command value to an operation-based value corresponding to the gearshift position and the speed control amount, and, on the condition that operation on the user operation unit satisfies a predetermined condition, sets the DC voltage command value or the AC voltage command value to a value higher than the operation-based value for causing a change in acceleration.

A turbomachine of an aircraft comprising an outer casing delimiting with an inner hub, a flow path of a gas stream in which is disposed a low-pressure turbine configured to rotationally drive a low-pressure shaft; said turbomachine comprising, in the direction of flow of the gas stream, a first propeller; and a second propeller downstream of the first propeller, the first propeller being rotationally driven by said low-pressure shaft and the second propeller being rotationally driven by an electric motor, the second propeller being further disposed at a distance between 1.5 and 4 cord lengths from the first propeller defined between the respective axes of shimming of each of the first and second propellers.

A hybrid vehicle may include an engine, a first rotating electric machine, an output shaft, a planetary gear mechanism, a second rotating electric machine, a battery, an inverter and an electronic control unit. The electronic control unit may be programmed to perform inverterless traveling control. The inverterless traveling control may be control for causing the hybrid vehicle to travel by placing the inverter in a gate cut-off state, and driving the engine. The electronic control unit also may be programmed to interrupt current flowing between the first rotating electric machine and the battery when a shift range other than a forward range is selected, during the inverterless traveling control.

A hybrid vehicle may include an engine, a first rotating electric machine, an output shaft, a planetary gear mechanism, a second rotating electric machine, a battery, an inverter and an electronic control unit. The electronic control unit may be programmed to perform inverterless traveling control. The inverterless traveling control may be control for causing the hybrid vehicle to travel by placing the inverter in a gate cut-off state, and driving the engine. The electronic control unit also may be programmed to interrupt current flowing between the first rotating electric machine and the battery when a shift range other than a forward range is selected, during the inverterless traveling control.

A dual-mode choke coil includes: a lower core that has a first through fourth columnar body; a first upper core and a second upper core; a first coil in which two coil conductors are respectively wound onto the first columnar body and a third columnar body in mutually different directions and are connected in series; and a second coil in which two coil conductors are respectively wound onto a second columnar body and the fourth columnar body in mutually different directions and are connected in series, and in which the winding direction of the coil conductor of the second columnar body is the same as that of the coil conductor of the first columnar body. With this configuration, both common mode noise and normal mode noise can be reduced.