A vehicle power system may include a gate driver configured to drive a traction gate and a generator gate corresponding to switches of a variable voltage controller such that the gates have alternating pulse width modulation ON periods. The gates may be driven in response to a throughput magnitude falling below a threshold. The gate driver may be further configured to drive the gates such that a duty cycle of one of the gates is zero in response to the throughput exceeding the threshold.

Inverterless running control is control in which an inverter is set to a gate cut-off state, an engine is driven to mechanically rotate a motor-generator and to generate in the motor-generator, counter-electromotive torque in accordance with a difference between a counter-electromotive voltage of the motor-generator and a system voltage, and a vehicle runs with drive torque applied to an output shaft as reaction force of the counter-electromotive torque. An ECU controls drive torque to produce driving force determined by an accelerator position by raising or lowering the system voltage during inverterless running control.

The invention relates to an injected laser (200) comprising an optical amplifying medium (2) arranged inside a triggered laser cavity (3), the optical amplifying medium (2) having a spectral amplifying band. According to the invention, the injected laser (200) includes an optical phase-modulation device (20), arranged between the injection source (11) and the laser cavity (3), the optical phase-modulation device (20) being configured to periodically modulate as a function of time a phase of the monochromatic continuous laser radiation (10) at a modulation frequency (fm) equal to a natural integer multiple of the free spectral range (FSR) of the laser cavity (3), so that the phase-modulated injection source generates a polychromatic injection radiation (120).

In a control apparatus for an AC motor, a voltage waveform specifying unit of an inverter control unit specifies a voltage waveform for operating the inverter, based on a voltage vector calculated by a voltage command calculation unit. A spectrum amplitude extraction unit acquires values of bus current of the inverter and extracts the spectrum amplitude of the specific frequency that corresponds to the LC resonance frequency of the converter. A boost/non-boost state judgement unit of a converter control unit determines whether the state required by the converter in the next control cycle is the boost state or the non-boost state. When the spectrum amplitude of the specific frequency, correlated with the voltage waveform, is higher than the judgement threshold value and the converter is in the non-boost state, a voltage command value alteration unit changes the voltage command reference value such that the converter transitions to the boost state.

A system for providing mechanical and electrical power in a vehicle or other engine-driven platform includes a first engine having a first power rating and a second engine having a second power rating that is less than the first power rating. The system further includes a first generator (for example, an alternator) for generating electrical power for a load operation (such as vehicle propulsion), and a second generator (for example, a DFIG) for generating fixed frequency electrical power; both generators are operatively connected to and powered by the first and/or second engines. The first and/or second engines may be selected to power the first generator for generating power for vehicle propulsion or another load operation depending upon situational power requirements of the engine-driven platform.

In a power conversion apparatus, an inverter converts a DC voltage supplied from a battery into an AC voltage, and a DC-to-DC converter steps up or down the DC voltage. A case has an input terminal to which a power line from the battery is connected so as to input the DC voltage to the inverter, and a converter input terminal to which a power line to the DC-to-DC converter is connected so as to input the DC voltage to the DC-to-DC converter. The case has a reference wall and an opposed wall opposed to each other. The inverter input terminal is disposed adjacent to the reference wall with respect to an imaginary plane that bisects the case between the reference wall and the opposed wall. The converter input terminal is disposed adjacent to the opposed wall with respect to the imaginary plane.

A mid-engine extended range electric vehicle includes a vehicle body, a turbo shaft engine, a battery pack, an electric generator, a vehicle control unit, drive motors, a gas controller, a battery controller, a gas storage tank and an intake box. Wherein the vehicle body includes a main body, bottom structure thereof forms frames of the vehicle; the engine is arranged on the frames between front and rear axles and near to the rear axle; an output shaft axis of the engine is located on a symmetry plane of the vehicle body, and an air inlet thereof faces tail of the vehicle; the intake box is communicated with the air inlet and is communicated with intake grilles on a covering piece of the vehicle body via pipelines. The vehicle has features of high effective energy conversion, good operating performance, long endurance mileage and high strength body.

A primary circuit and a secondary circuit each have a switching element, each operate as a power conversion circuit while the switching element is activated, and each operate as a rectifier circuit while the switching element is deactivated. While a generator provided at the primary side of a first power conversion device is stopped, a controller activates the switching element of the secondary circuit and deactivates the switching element of the primary circuit. Accordingly, the first power conversion device converts electric power input from the secondary side and supplies electric power for causing the generator to operate. While the generator is operated, the controller activates the switching element of the primary circuit and deactivates the switching element of the secondary circuit such that the first power conversion device converts electric power supplied from the generator and outputs the converted electric power to the secondary side.

A vehicle-side charging circuit for a vehicle with electric drive. The charging circuit comprises an AC connector, a controlled rectifier which is connected to the AC connector, an electric machine with at least one winding, a current converter which is connected to the electric machine, and an energy-storage-device connector. The at least one winding of the electric machine is coupled in series between the rectifier and the current converter. In an inverter mode the current converter is fed from the energy-storage device, and in a charging mode the current converter is from an external energy source via at least one series-connected winding of the electric machine and charges the electrical energy-storage device.

A vehicle includes an engine, a first MG (motor generator), a second MG, a planetary gear mechanism provided among the engine, the first MG and the second MG, a battery, and an ECU. The ECU executes batteryless travel control when the battery is abnormal. The batteryless travel control includes engine F/B control for controlling a rotation speed of the engine to become a target rotation speed, and power balance control for controlling a requested driving force to be output and allowing a power generated by the first MG to become equal to a power discharged by the second MG. When the rotation speed of the engine is higher than a threshold speed higher by a prescribed value than the target rotation speed while the batteryless travel control is in execution, the ECU decreases the requested driving force.