Multiplex winding synchronous power generating systems and vehicle power systems are provided that include a rotating part including a plurality of windings, a primer mover configured to drive the rotating part, a stator part having a plurality of windings, a plurality of rectifiers, three 3-phase 5-level motor drives, at least one H-bridge, at least one 3-phase AC motor, and a generator voltage regulator that regulates current of voltages of local DC busses of the three 3-phase 5-level motor drives.

In an example embodiment, a controller includes a memory having computer-readable instructions stored therein and a processor. The processor is configured to execute the computer-readable instructions to determine a first set of inductance values for at least one load machine and second set of inductance values for a generator machine, determine a first set of gains for the at least one load machine based on the first set of inductance values and a regulator bandwidth, determine a second set of gains for the generator machine based on the second set of inductance values and the regulator bandwidth, and generate voltage commands for driving the at least one load machine and the generator machine based on at least the first and second sets of gains.

In a diagnostic device, a determiner determines whether a rotational speed of an AC motor is within a low rotational-speed range in which its rotational speed is approximately zero. An input-voltage estimate calculator calculates, as an input-voltage estimate, an estimate of an input voltage to an inverter when it is determined that the rotational speed of the AC motor is within the low rotational-speed range. A malfunction determiner performs a diagnostic task. The diagnostic task calculates an absolute value of a difference between an input-voltage measurement value measured by an input voltage sensor and the input-voltage estimate. The diagnostic task determines whether the absolute value of the difference is higher than a predetermined voltage threshold. The diagnostic task determines that there is a malfunction in the input voltage sensor upon determining that the absolute value of the difference is higher than the predetermined voltage threshold.

A driving apparatus for an electric vehicle is provided. The driving apparatus for the electric vehicle can charge the other batteries using a charging voltage of any one battery in a state in which an engine is not driven, control a voltage generated by an integrated starter generator (ISG), selectively charge a plurality of batteries having different charging voltages without using a separate converter, and reduce a weight and volume thereof.

A battery controller capable of increasing the number of chances of being able to acquire information on a secondary battery storage capacity and a vehicle system having the battery controller mounted thereon are provided. A battery controller 120 mounted on a vehicle system 200 includes a time point setting unit 153 that sets a first time point at which a first voltage difference dVa (=CCVaOCVa) which is a difference obtained by subtracting a first open-circuit voltage OCVa from a first closed-circuit voltage CCVa is obtained and a second time point at which a second voltage difference dVb (=CCVbOCVb) which is a difference obtained by subtracting a second open-circuit voltage OCVb from a second closed-circuit voltage CCVb is obtained and an absolute value of the difference from the first voltage difference dVa is equal to or smaller than a predetermined value.

An electric vehicle includes: a high-voltage battery; a generator for generating electric power having a voltage higher than a battery voltage of high-voltage the battery; a first electric motor driven by electric power having a generation voltage of the generator; a second electric motor driven by electric power having the battery voltage of the high-voltage battery; a transformer for reducing a voltage of a part of the electric power generated by the generator which is to be distributed to the high-voltage battery from the generation voltage of the generator to the battery voltage of the high-voltage battery; and a controller for reducing a distribution ratio of the electric power to be distributed to the second electric motor from the generator if the temperature of the transformer is determined to have increased to reach a first predetermined temperature or higher.

A hybrid electric vehicle includes a high voltage DC bus and an internal combustion engine. The internal combustion engine is mechanically coupled to a non self-excited generator/motor which is preferably a switched reluctance machine. A power inverter electrically and bidirectionally couples the high voltage DC bus to the non self-excited switched reluctance generator/motor. Front and rear axle dual DC-AC inverters electrically and bidirectionally couple two traction AC non self-excited switched reluctance motors/gear reducers to the high voltage DC bus for moving the vehicle and for regenerating power. An ultracapacitor coupled to the high voltage DC bus. A bidirectional DC-DC converter interposed between a low voltage battery and the high voltage DC bus transfers energy to the high voltage DC bus and ultracapacitor to ensure that the non self-excited switched reluctance generator/motor operating in the motor mode is able to start the engine.

An electric propulsion system is described that includes an AC drive circuit, a synchronization circuit, and a control unit. The AC drive circuit includes a plurality of propulsor motors, an AC power bus, and an AC generator that delivers AC electrical power to the AC power bus for simultaneously driving the plurality of propulsor motors. The synchronization circuit is configured to synchronize, with the AC generator, single propulsor motor from the plurality of propulsor motors, at a time. The control unit is configured to maintain synchronicity between the single propulsor motor and the AC generator by engaging the synchronization circuit with the single propulsor motor in response to determining that the single propulsor motor is not synchronized with the AC generator.

A vehicle has an electric traction chain to supply a drive torque to the wheels, and an energy management system comprising: a generator set configured to generate a first supply voltage and mechanically disconnected from the wheels in every operating condition; a battery storage assembly configured to generate a second supply voltage; a control unit that implements operative conditions of the vehicle, including: (i) powering the electrical traction chain with the first supply voltage; (ii) powering the electrical traction chain with the second supply voltage; (iii) recharging the storage assembly with a network voltage external to the vehicle and coming from a catenary; (iv) recharging the storage assembly with the first supply voltage; and (v) recharging the storage assembly with a recovered voltage generated by the traction chain operating as an electrical generator.

A vehicle has an electric traction chain to supply a drive torque to the wheels, and an energy management system comprising: a generator set configured to generate a first supply voltage and mechanically disconnected from the wheels in every operating condition; a battery storage assembly configured to generate a second supply voltage; a control unit that implements operative conditions of the vehicle, including: (i) powering the electrical traction chain with the first supply voltage; (ii) powering the electrical traction chain with the second supply voltage; (iii) recharging the storage assembly with a network voltage external to the vehicle and coming from a catenary; (iv) recharging the storage assembly with the first supply voltage; and (v) recharging the storage assembly with a recovered voltage generated by the traction chain operating as an electrical generator.