A hybrid driving apparatus includes an internal combustion engine, a motive power transmission mechanism transmitting a driving force to main driving wheels, a main driving electric motor generating a driving force of the main driving wheels, an accumulator, subdriving electric motors generating driving forces of sub-driving wheels, and a control apparatus executing an electric motor traveling mode and an internal combustion engine traveling mode. The sub-driving electric motor is provided to each of the sub-driving wheels, the control apparatus causes only the main driving electric motor to generate the driving force in the electric motor traveling mode and causes the main driving electric motor and the sub-driving electric motors to generate the driving forces in acceleration of the vehicle at a predetermined vehicle speed or higher, and although the engine generates the driving force, it does not cause the motors to generate driving forces in the traveling mode.

A hybrid energy storage module (HESM) configured to be used on an aircraft to provide electrical energy may include a battery and an ultracapacitor each configured to receive the electrical energy, store the electrical energy, and discharge the electrical energy, a power bus in electronic communication with the battery and the ultracapacitor, and a controller coupled to the battery and the ultracapacitor and configured to control charging and discharging of the battery and of the ultracapacitor such that a measured voltage of the power bus is adjusted based upon at least one of a battery state of charge (SOC) or an ultracapacitor SOC.

A hybrid energy storage module (HESM) configured to be used on an aircraft to provide electrical energy includes a first energy storage component and a second energy storage component each configured to receive the electrical energy, store the electrical energy, and discharge the electrical energy. The HESM also includes a controller coupled to the first energy storage component and the second energy storage component. The controller is configured to control charging and discharging of the first energy storage component and of the second energy storage component such that the first energy storage component is charged to a desired first energy storage component state of charge (SOC) before the second energy storage component is charged.

A powertrain for a vehicle includes a combustion engine and a drivetrain having a coupling with a first state of operation in which the input of the coupling is locked to the output of the coupling, and a second state of operation in which the input of the coupling is not locked to the output of the coupling for allowing slippage. The drivetrain also has a final drive configured for supplying torque to a drive wheel from the coupling, wherein the final drive is coupled to the coupling at a fixed gear ratio. The powertrain further includes one or more electric motors configured to supply torque to the drivetrain one or both of the input side and the output side of the coupling.

A trailer can be configured to selectively provide powered wheels, energy recovery, and/or parasitic power source charging. A trailer-related trigger (drive activation trigger, an energy recovery trigger, or a parasitic charging trigger) can be detected. When a drive activation trigger is detected, one or more motors can be activated to power one or more wheels of the trailer, thereby providing extra pushing power. When an energy recovery trigger is detected, one or more power sources of the trailer can be charged by recovering energy from the trailer. When a parasitic charging trigger is detected, one or more power sources of the trailer can be charged using a portion of the power generated by a main vehicle operatively connected to the trailer.

This disclosure is directed to supercapacitor systems for supporting relatively high power transient electrical loads within vehicles. An exemplary supercapacitor system includes a mounting assembly and a supercapacitor housed within the mounting assembly. The mounting assembly may be employed to mount the supercapacitor system within a vehicle, such as within a cowl assembly or cargo space of the vehicle. The mounting assembly may include multiple panels. At least one of the multiple panels may be made of a thermally conductive polymer, and at least one other panel of the multiple panels may be made of a polymer that is reinforced by a structural foam.

A powertrain (12) for a vehicle (10) is disclosed. The powertrain (12) comprises: a combustion engine (24), (ii) a drivetrain (14) having a torque converter (32) with a first state of operation in which the input (34) of the torque converter (32) is locked to the output (36) of the torque converter (32) and a second state of operation in which the input (34) of the torque converter (32) is not locked to the output (36) of the torque converter (32) for allowing slippage. The drivetrain also has a final drive (44) for supplying torque to the drive wheel (16) from the torque converter (32), wherein the final drive (44) is coupled to the torque converter (32) at a fixed gear ratio. The powertrain (12) further comprises: (iii) a first electric motor (28) configured to supply torque to the drivetrain (14) on the output-side of the torque converter (32).

Provided is a control device or a power storage device configured to efficiently increase the temperature of a vehicular power storage unit, while suppressing an increase in the size of the configuration. A control device includes: a holding unit that holds a power storage unit; a board unit in which one board surface is arranged on the power storage unit side; a charging circuit unit that performs charging operations of supplying charging current to the power storage unit; and a resistance unit, mounted on the one board surface of the board unit and disposed between the board unit and the power storage unit, wherein current flows in the resistance unit in response to a circuit unit performing predetermined charging operations, and the resistance unit emits heat at least toward the power storage unit.

Controlled clutchless shifting of multi-ratio geared electronic shift transmissions coupled directly to the electrical prime mover of a vehicle are disclosed. The adaptive control of electrically shifted manual transmissions incorporated into power-split series electric hybrid heavy vehicles operating over heavy duty drive cycles utilizes a direct coupling assembly that enables bi-directional energy transfer and power transport. An electronic shift transmission provides power amplifying or de-amplifying bi-directional intelligently controlled valve or pathway for available terrain potential or kinetic energy of a rolling mass of a vehicle, while retaining the original function of a transmission by increasing or decreasing mechanical rotating energy of the propulsion power to the rear wheels of a vehicle.

The present disclosure discloses a method for measuring capacity of energy storage devices in a hybrid bus, and belongs to the technical field of energy management and control of hybrid buses. The method comprises the steps of obtaining required power P.sub.usage of the hybrid bus for round trips on a selected bus line for for one or more times and then obtaining average required power P.sub.usage avg; determining energy storage capacity of a short-term energy storage device of the hybrid bus, specifically including the step that Fourier transformation is carried out on the required power P.sub.usage to obtain a relation model between the required power P.sub.usage and time periods; and determining energy storage capacity of a long-term energy storage device of the hybrid bus, specifically including the steps that n supply and demand mismatch power P.sub.i are calculated, wherein P.sub.i=P.sub.usage avgP.sub.usage, that the obtained n P.sub.i are connected end to end, and that then a maximum value of the sum of any q connected data is calculated, wherein the obtained maximum value is the energy storage capacity of the long-term energy storage device.