An electric motor drive retrofit system (EMDRS) comprises a power system, an energy storage system (ESS), a cooling system, a vehicle control unit (VCU), and a user interface device (UID). A non-hybrid combustion engine drive vehicle with tight space constraints is retrofittable with the EMDRS to provide hybrid drive functionality. The EMDRS includes a motor generator unit (MGU) coupled to a motor control unit (MCU). MCU transfers charge between the MGU and ESS. During retrofit, the MGU is coupled between a transmission and an internal combustion engine (ICE) of the vehicle without extending a powertrain length by more than five inches. In a first operating mode (adding torque), MCU supplies the MGU from the ESS to supply torque to the powertrain downstream before a transmission input. In a second operating mode (regenerative braking), the MGU removes torque from the powertrain and drives MCU to charge the ESS.

An electric motor drive retrofit system (EMDRS) comprises a power system, an energy storage system (ESS), a cooling system, a vehicle control unit (VCU), and a user interface device (UID). A non-hybrid combustion engine drive vehicle with tight space constraints is retrofittable with the EMDRS to provide hybrid drive functionality. EMDRS includes a motor generator unit (MGU) coupled to a motor control unit that transfers charge between MGU and ESS. During retrofit, the MGU is coupled between a transmission and an internal combustion engine (ICE) of the vehicle without extending a powertrain length by more than five inches. VCU does not interfere with any pre-existing vehicle electronics. The VCU controls the EMDRS to add torque (discharging ESS) or to remove torque (charging the ESS) based on a selected operating mode and vehicle sensor information (for example, brake and throttle pressure). Operating modes are selected by driver via the UID.

A weight ratio of each driving wheel of the vehicle at the time of automatic driving is calculated, a front and rear distribution ratio of a driving force of the vehicle is calculated from the weight ratio, a rear wheel plan driving force is calculated from the front and rear distribution ratio and an action plan required driving force, and a temperature of a rear wheel motor is estimated. Then, when the estimated attainment temperature of the rear wheel motor is higher than the upper limit value of the temperature, the front and rear distribution ratio is changed within a range in which excessive slip does not occur at the front wheels, the rear wheel plan driving force is recalculated, and the automatic driving of the vehicle is implemented taking the rear wheel plan driving force as a target driving force.

When parking is expected at a predetermined point, state of charge reduction control is performed in a current trip to control an engine and a motor such that the state of charge of a power storage device when parking is expected at the predetermined point is lower than the state of charge of the power storage device when parking is not expected at the predetermined point. State of charge recovery control is then performed in a next trip to control the engine and the motor such that the state of charge is recovered during operation of the engine. Even when parking is expected at the predetermined point, execution of the state of charge reduction control is restricted in the case where the temperature of the motor is higher than a predetermined temperature.

The invention relates to a method (100) for lowering the temperature of at least one component (410 . . . 470) in a vehicle (400), comprising the steps of: determining (110) future route-dependent data; lowering (130) the temperature of at least one component (410 . . . 470) as a function of the determined data.

A vehicle includes an engine, an electric machine, and a controller. The electric machine is configured to start the engine. The controller is programmed to pre-flux the electric machine with current that has a magnitude that changes as temperature of the engine changes within a predefined range.

A vehicle control apparatus includes a thermal load priority calculator, a stability priority calculator, and a driving force distribution controller. The thermal load priority calculator is configured to calculate a thermal load priority that prioritizes a thermal load of a motor for driving a vehicle according to an operating state of the vehicle. The stability priority calculator is configured to calculate a stability priority that prioritizes a stability of the vehicle according to an operating state of the vehicle. The driving force distribution controller is configured to control a driving force distribution in a front and a rear of the vehicle, on a basis of a result of comparing the thermal load priority and the stability priority.

When a hybrid vehicle slides down during a predetermined drive of the hybrid vehicle with disconnection of a first motor and a second motor from a power storage device by a relay, the hybrid vehicle controls the second motor, such that a torque in a direction according to a shift position is output from the second motor by regenerative drive of the second motor and controls the first motor, such that electric power generated by regenerative drive of the second motor is consumed by driving the first motor.

A thermal management system for active thermal management of an autonomously operable motor vehicle. In order to further improve the energy efficiency during operation of an active thermal management system, in an autonomous driving operation, controllable drive components are incorporated in the thermal management system in terms of temperature control in such a way that the drive components are operated in a maximally efficient temperature range.

A power system includes: an internal combustion engine; a motor to perform power running; a generator to perform power generating operation and the power running; a power transmission mechanism via which the internal combustion engine, the motor, and the generator are connected to drive a driven load by at least one of the internal combustion engine, the motor, and the generator and to perform power transmission between the internal combustion engine and the generator; and a processor configured to perform a first control process to control the motor to perform the power running so that the driven load is driven only by the motor and to perform a second control process to control both the motor and the generator to perform the power running so that the driven load is driven by both of the motor and the generator.