A CO2 electrochemical reduction based solar powered hybrid internal combustion engine and battery electric vehicle system employs CO2 to drive hybrid electric vehicles. The inflatable non-imaging solar concentrator based concentrating hybrid solar thermal and photovoltaic system with ultra-high efficiency, extremely low cost, and super-light weight is able to electrochemically reduce the CO2 into CO and supply fuel to CO internal combustion engine. The thermoelectric activated thermal electricity storage is integrated into the system to store thermal energy and regenerate electric power. The entire system is made into a mobile EV charging station. The mobile EV charging station is not only able to generate electric power locally to charge EVs, but also able to transport power from solar powered EV changing station network and power grid to the sites where EVs are located.

A CO2 electrochemical reduction based solar powered hybrid internal combustion engine and battery electric vehicle system employs CO2 to drive hybrid electric vehicles. The inflatable non-imaging solar concentrator based concentrating hybrid solar thermal and photovoltaic system with ultra-high efficiency, extremely low cost, and super-light weight is able to electrochemically reduce the CO2 into CO and supply fuel to CO internal combustion engine. The thermoelectric activated thermal electricity storage is integrated into the system to store thermal energy and regenerate electric power. The entire system is made into a mobile EV charging station. The mobile EV charging station is not only able to generate electric power locally to charge EVs, but also able to transport power from solar powered EV changing station network and power grid to the sites where EVs are located.

In a vehicle drive system using a motor for cruising, the connection node of serially-connected first and second batteries is grounded. The operation of an inverter is controlled so that the motor drive voltage is higher than the output voltage of each of the first and second batteries. A battery unit is configured so that third and fourth batteries each in a form of a cartridge are removably loaded, and the loaded third battery is connected in parallel with the first battery and the loaded fourth battery is connected in parallel with the second battery.

In a vehicle drive system using a motor for cruising, the connection node of serially-connected first and second batteries is grounded. The operation of an inverter is controlled so that the motor drive voltage is higher than the output voltage of each of the first and second batteries. A battery unit is configured so that third and fourth batteries each in a form of a cartridge are removably loaded, and the loaded third battery is connected in parallel with the first battery and the loaded fourth battery is connected in parallel with the second battery.

A vehicle includes a main drive unit, a sub drive unit, and a control unit. The main drive unit includes a main drive rotary electric machine. The sub drive unit includes a sub drive rotary electric machine. The control unit includes a driving force distribution ratio setting unit configured to set a driving force distribution ratio between the main driving force and the sub driving force and is configured to control the outputs of the main drive unit and the sub drive unit so that the main driving force and the sub driving force have the driving force distribution ratio set by the driving force distribution ratio setting unit. The driving force distribution ratio setting unit is configured to set the driving force distribution ratio to minimize electric power loss of the vehicle based on a vehicle speed of the vehicle and a required driving force of the vehicle.

A vehicle includes a main drive unit, a sub drive unit, and a control unit. The main drive unit includes a main drive rotary electric machine. The sub drive unit includes a sub drive rotary electric machine. The control unit includes a driving force distribution ratio setting unit configured to set a driving force distribution ratio between the main driving force and the sub driving force and is configured to control the outputs of the main drive unit and the sub drive unit so that the main driving force and the sub driving force have the driving force distribution ratio set by the driving force distribution ratio setting unit. The driving force distribution ratio setting unit is configured to set the driving force distribution ratio to minimize electric power loss of the vehicle based on a vehicle speed of the vehicle and a required driving force of the vehicle.

A transmission system includes a transmission housing and a countershaft having no less than two gears, with the gears defining a plurality of gear ratios. The transmission system also includes a module housing, a first output shaft rotatably coupled to the countershaft, and a second output shaft rotatably coupled to the countershaft. The transmission system further includes a first clutch configured to selectively rotatably couple the first output shaft to the countershaft. The transmission system also includes a second clutch configured to selectively rotatably couple the second output shaft to the countershaft. The transmission system further includes an electric machine configured to deliver rotational power to at least one of the first and second output shafts to deliver rotational power to the countershaft. The countershaft is rotatably coupled to either of the first and second output shafts for all of the gear ratios.

A transmission system includes a transmission housing and a countershaft having no less than two gears, with the gears defining a plurality of gear ratios. The transmission system also includes a module housing, a first output shaft rotatably coupled to the countershaft, and a second output shaft rotatably coupled to the countershaft. The transmission system further includes a first clutch configured to selectively rotatably couple the first output shaft to the countershaft. The transmission system also includes a second clutch configured to selectively rotatably couple the second output shaft to the countershaft. The transmission system further includes an electric machine configured to deliver rotational power to at least one of the first and second output shafts to deliver rotational power to the countershaft. The countershaft is rotatably coupled to either of the first and second output shafts for all of the gear ratios.

A magnet temperature estimating device for a motor provided with a rotor having magnets and configured to output a rotational motive force, and a stator having a plurality of coils opposing the rotor with an aperture therebetween, is provided. The device includes a sensor configured to detect an induced voltage induced by rotation of the rotor, and a controller configured to control the motor by supplying power to the plurality of coils in response to an input of a detection signal from the sensor. The controller estimates a temperature of one of the magnets based on an amplitude of a frequency spectrum corresponding to a given frequency, among frequency components constituting the induced voltage.

A magnet temperature estimating device for a motor provided with a rotor having magnets and configured to output a rotational motive force, and a stator having a plurality of coils opposing the rotor with an aperture therebetween, is provided. The device includes a sensor configured to detect an induced voltage induced by rotation of the rotor, and a controller configured to control the motor by supplying power to the plurality of coils in response to an input of a detection signal from the sensor. The controller estimates a temperature of one of the magnets based on an amplitude of a frequency spectrum corresponding to a given frequency, among frequency components constituting the induced voltage.