In an electric vehicle electric power generated during a regenerative braking operation performed by one or more first electric machines may partially or entirely be consumed by one or more second electric machines of the electric vehicle. In some illustrative embodiments the one or more second electric machines may be operated in a non-torque mode of operation, thereby avoiding any mechanical interference with the power consuming one or more electric machines that are operated in the regenerative mode of operation.

A vehicle driving device is driven by a power unit. A three-phase motor includes a first stator winding and a second stator winding. The first stator winding is connected in parallel to the second stator winding, and the first stator winding and the second stator winding are synchronized with each other. A first current sensor is coupled to the first stator winding for measuring a first-phase current. A second current sensor is coupled to the first stator winding for measuring a second-phase current. A third-phase current of the first stator winding is generated according to a calculating procedure of the first-phase current and the second-phase current. A duty cycle between a first power module and a second power module is controlled according to a feedback compensation of the first-phase current, the second-phase current and the third-phase current.

An electric machine includes a rotor and a stator. The rotor is configured to generate rotational motion. The stator is disposed radially about the rotor. The stator has a core and windings. The core defines a first array of orifices about an inner diameter of the core and a second array of orifices radially outward from the first array of orifices. The windings are disposed within the first array of orifices. A magnetic material is configured to advance into and retract from the second array of orifices to adjust a magnetic flux within an airgap defined between the rotor and the stator.

Lightweight, energy-dense, high-efficiency, hybrid power systems for electric aircraft including a prime mover internal combustion engine or gas turbine coupled to a self-cooling polyphase axial-flux dual-Halbach-array motor/alternator where the number of phases N.sub.phase is greater than or equal to three. The motor/alternator is connected to a regenerative power converter drive also having N.sub.phase phases, which, in turn, is connected to a DC power bus, a battery, a battery management system, and a system controller. In some embodiments, the motor/alternator and regenerative power converter drive have a neutral connection.

A drive device includes a motor, an inverter, an electric power storage device, and an electronic control unit. The electronic control unit is configured to generate a first pulse width modulation (PWM) signal of the switching elements by comparison of a voltage command of each phase according to a torque command of the motor and a carrier wave voltage, as a first PWM control. The electronic control unit is configured to generate a second PWM signal of the switching elements based on a modulation factor and a voltage phase of a voltage according to the torque command and a pulse count per unit cycle of an electric angle of the motor, as a second pulse width modulation control. The electronic control unit is configured to limit execution of the second PWM control when high controllability of the motor is requested rather than when the high controllability is not requested.

A method for operating a permanent magnet synchronous motor comprises setting a maximum power, determining a current vector and an output voltage vector in the dq coordinate system. A setpoint amount for a setpoint voltage vector is calculated on the basis of the maximum power, the current vector and the output voltage vector. The setpoint voltage vector is generated with the setpoint amount, and then operating the permanent magnet synchronous motor at least with the setpoint voltage vector.

A vehicle includes an engine, an electric machine, a battery, and at least one controller. The vehicle may further comprise a port for supplying power to a load external to the vehicle. The controller is programmed to operate the engine at a power level based on a difference between a battery voltage and a reference voltage such that a power output by the electric machine reduces the difference. The power level may define an engine operating point that minimizes fuel consumption. The operating point may be an engine torque and an engine speed. The power level may be further based on a state of charge of the battery. The electric machine may be operated to cause the engine to rotate at an engine speed corresponding to the selected power level. The difference may be caused by varying power drawn by a load external to the vehicle.

Controlling a maximum vehicle speed for an industrial vehicle includes determining, by a processor of the industrial vehicle, a torque applied to the traction wheel of the industrial vehicle; converting the torque to an equivalent force value; and determining an acceleration of the industrial vehicle while the torque is applied to the traction wheel. Additional steps include calculating a load being moved by the industrial vehicle, based at least in part on the acceleration and the equivalent force value; and controlling the maximum speed of the industrial vehicle based on the calculated load being moved by the industrial vehicle.

A fault diagnosis method of a power electric system for a vehicle may include driving an inverter to output an output voltage command for fault detection; measuring a current input to each phase of a motor connected to the inverter; measuring a voltage of the neutral stage of the motor; and determining whether there are faults of a connection member connecting between the inverter and the motor and a relay connected to the neutral stage of the motor based on the measured current input to each phase of the motor and the voltage of the neutral stage.

A hybrid electric aircraft propulsion system and method of operation are described. The system comprises a thermal engine, a generator coupled to the thermal engine, a first electric propulsor operatively connected to the generator to receive alternating current (AC) electric power therefrom, a second electric propulsor, a generator inverter operatively connected to the generator to convert AC electric power to direct current (DC) electric power, and a first motor inverter operatively connected to the generator inverter and selectively connected to one of the first electric propulsor and the second electric propulsor and configured to receive the DC electric power and provide the first electric propulsor and the second electric propulsor with AC electric power, respectively.