A prime mover system includes a first prime mover, a first drive shaft, a differential, a power take-off (PTO) drive shaft, a second drive shaft, a transmission, a first accessory, and an output shaft. The first drive shaft is operatively coupled to the first prime mover. The differential is coupled to the first drive shaft. The PTO drive shaft is coupled to the differential. The second drive shaft is coupled to the differential. The transmission is coupled to the second drive shaft. The first accessory is operatively coupled to the PTO drive shaft. The output shaft is coupled to the transmission. The transmission is configured to transfer rotation of the second drive shaft to the output shaft. Rotation of the PTO drive shaft is independent of rotation of the output shaft.

A system comprises an acceleration information acquisition unit configured to acquire information indicating an acceleration of a vehicle; a shaft output information acquisition unit configured to acquire information indicating a shaft output of a rotating electrical machine; a position information acquisition unit configured to acquire information indicating a position of the vehicle; and a determination unit configured to determine a state of a road on which the vehicle has run, based on the acceleration of the vehicle, the shaft output, and the position of the vehicle. A method comprises acquiring information indicating an acceleration of a vehicle; acquiring information indicating a shaft output of a rotating electrical machine; acquiring information indicating a position of the vehicle; and determining a state of a road on which the vehicle has run, based on the acceleration of the vehicle, the shaft output, and the position of the vehicle.

A controller of a drive system is configured to, when a power switch is changed from an on state to an off state in a situation in which it has been diagnosed that an abnormality is occurring in a motor generator, execute a starting check process of checking a drive circuit and an engine starting process of starting an engine. The starting check process includes a voltage reduction process of driving a DC-DC converter until a capacitor voltage becomes lower than or equal to a prescribed voltage. The controller is configured to, on condition that the controller determines through a voltage reduction determination process that the capacitor voltage is reduced as compared to the capacitor voltage at an end of the voltage reduction process, execute the engine starting process.

A drive system for a hybrid or electric vehicle includes an electrical energy source; an electric machine, a switching device linked to the electric machine and selectively switchable between a first configuration, and a second configuration, an adjusting device linked to the electric machine and configured to vary its operating parameters, and a control unit. The first electrical configuration includes a first number of conductors in series by phase supplying a first driving torque with a first knee speed and a first no-load operation speed. The second electrical configuration includes a second number of conductors in series by phase supplying a second driving torque, lower than the first driving torque, and a second knee speed higher than the first knee speed. A ratio between the first no-load operation speed and the second knee speed is between 0.7 and 1.3.

Methods and systems are provided for utilizing a parking brake in conjunction with negative torque from an electric motor during vehicle braking. In one example, a method may include applying the parking brake in conjunction with negative torque from the electric motor, until the vehicle speed reduces to a speed threshold, and then releasing the parking brake.

A method is provided for operating a synchronous machine that can be operated in an efficient operating mode and an inefficient operating mode. In order to provide a working-point-specific torque the synchronous machine is controlled in the efficient operating mode such that a stator of the synchronous machine generates a synchronous rotary field which rotates synchronously with a rotor of the synchronous machine. In order to increase dissipated heat of the synchronous machine, which can be used to heat at least one component of the motor vehicle, the synchronous machine is transferred into the inefficient operating mode in which an asynchronous rotary field acts on the synchronous rotary field, said asynchronous rotary field superimposing dissipated heat-increasing harmonics on a fundamental wave of the synchronous rotary field while maintaining the working-point-specific torque.

An operating mode control device includes a travel driving force information acquisition unit configured to acquire a time-series travel driving force when traveling on a travel route; a vehicle speed information acquisition unit configured to acquire a time-series vehicle speed when traveling on the travel route; a motor operation estimation unit configured to estimate a time-series torque and rotation speed of the motor on the basis of a time-series travel driving force and vehicle speed; an efficiency calculation unit configured to acquire a time-series efficiency value of each operating mode on the basis of the time-series torque and rotation speed and calculate a total efficiency value; an operating mode determination unit configured to determine the operating mode having the highest total efficiency value as a default operating mode; and an operation control unit configured to control an operation by the default operating mode.

A charging system for generating power for an electrical vehicle in motion is provided. The charging system embodies a parallel arrangement of alternators equipped with electromagnetic clutch drives disposed between a starter power source/drive assembly and electric storage device of the electrical vehicle. A charge controller controls the downstream balanced charge to the electric storage device through de-activating or activating the alternators' electromagnetic clutch drives to operate at a set RPM range. The systemic and selective control of the electromagnetic clutches addresses resistance of the alternators at higher RPMs.

Provided is an electric power control device that allows a work vehicle to travel while carrying out a utility work smoothly. An electric power control device includes an operational state information acquisition section for acquiring operational state information indicative of an operational state of a work vehicle, a battery information acquisition section for acquiring battery information indicative of a state of a battery which is mounted on the work vehicle, a storage section for storing in advance operational mode information, a travel unit that causes the work vehicle to travel, a distributed electric power calculation section for calculating distributed electric powers to be distributed to the travel unit and an implement unit that effects the utility work respectively, and an instruction section for instructing the distributed electric powers to a travel control section that controls the travel unit and an implement control section that controls the implement unit, respectively.

A method of controlling traveling of an electric vehicle is provided. The method includes generating a motor torque command using a basic torque command and a virtual gear-shift intervention torque for generating a feeling of real gear shifting, while an electric vehicle travels. A motor is operated for driving the electric vehicle according to the generated motor torque command to generate the feeling thereof. Ingenerating the feeling thereof, during at least a portion of time during which the feeling thereof is generated, boost control of the motor operation is performed such that a motor torque exceeding an allowable torque of the motor is generated, and thus the generation of the feeling thereof and the boost control are performed in conjunction with each other.