Systems and methods are provided for modularizing a system. Parallel power systems having electronically isolated high voltage systems facilitate modulization. A control system is provided that optimizes the distribution of a power demand and/or a torque request so as to keep the efficiency, durability, drivability and/or safety of the system within an optimum range. In some cases, the distribution of power is uneven, so as to extend the battery life, while in other cases, the power draw on battery systems are kept equal and constant so as to properly manage the state of charge of the parallel power systems. In still other cases, the chosen power distribution keeps the power demand and/or torque request between minimum and maximum levels/capacity, and the power distribution avoids on/off of an individual power system.

A control device includes a torque setting section for setting a target output torque of an electric motor based on a driving state including an accelerator operation amount; a non-transmission state determiner section for determining whether a driving power transmission path is in a non-transmission state in which driving power is not permitted to be transmitted from the electric motor to a drive wheel or in a transmission state in which the driving power is permitted; and a torque compensation section for compensating the target output torque, when the non-transmission state determiner section determines that the driving power transmission path is in the non-transmission state. The torque compensation section compensates the target output torque by using a slowness characteristic in which a change in the motor rotational speed which occurs with time is slower when in the non-transmission state than when in the transmission state.

A motor control device according to an embodiment includes a hardware processor configured to: calculate a first torsion torque generated by a motor shaft according to fluctuation of an engine torque based on a difference between a motor angle as a rotation angle of the motor shaft and a shaft angle as a rotation angle of a transmission shaft of a transmission on the downstream side of a damper; calculate a first vibration damping torque to be output by a motor generator to damp vibration of the motor shaft based on the first torsion torque and a drive state value indicating a drive state of an engine; and output a motor torque command value to be provided to the motor generator based on the first vibration damping torque.

A hybrid vehicle includes an internal combustion engine, a rotating electric machine, an electric storage device, a power supply device, and a controller. The controller executes switching control to switch from a first electric power supply to a second electric power supply by starting the internal combustion engine. The first electric power supply is the supply of electric power from the electric storage device to the electric device. The second electric power supply is the supply of electric power from the rotating electric machine to the electric device. The controller controls the power supply device and the internal combustion engine such that the internal combustion engine is started with the first electric power supply being continued during the switching control.

A charging device for a vehicle carries out timer charging in which the charging device is set in a standby state without charging until charging start time comes when the charging start time is set for a vehicle-mounted electrical storage device. The charging device for the vehicle includes a charger that charges the electrical storage device with electric power supplied from a device outside the vehicle, and an ECU that determines whether to carry out timer charging or carry out instant charging without carrying out the timer charging on the basis of a state of a switch associated with an open/close state of a charging lid, and that controls the charger. Desirably, a timer cancellation or determination switch is also used as a switch for detecting the open/close state of the lid or a switch for opening the lid.

The invention relates to a drive device (8) for a motor vehicle (1) having two drivable wheels (6, 7) on a wheel axle (3), said drive device comprising an electric machine (9), which is designed as an asynchronous machine and which has at least one stator (10) and at least one rotor (11, 12), wherein the rotor (11, 12) is or can be operatively connected to at least one of the wheels (6, 7) in order to drive said wheel. According to the invention, the electric machine (9) has two rotors (11, 12), which can rotate independently of one another, each of which is or can be operatively connected to one wheel (6, 7) of the wheel axle (3), and a device for varying the electric rotor resistance of at least one of the rotors (11, 12).

A transmission device includes an output shaft, first and second input shafts, a first gear mechanism, a selective fixing device and a connecting and disconnecting device. The second input shaft is coaxially arranged on an outside periphery of the first input shaft. The first gear mechanism couples the first input shaft and the output shaft with a first gear ratio. The first gear mechanism includes an idle gear mounted on one of the first input shaft and the output shaft. The selective fixing device selectively fixes the idle gear to one of the first input shaft and the output shaft. The second gear mechanism couples the second input shaft and the output shaft with a second gear ratio. The connecting and disconnecting device selectively connects and disconnects the second input shaft to the rotating shaft.

In an electric drive device for a vehicle, when a distance between two portions of a transfer shaft supported by two supporting parts of a drive housing and a distance between two portions of input shaft supported by two supporting parts of power transfer housing each are a first distance, one of the input shaft and the transfer shaft that has a longer first distance is one shaft, other one of the input shaft and the transfer shaft that has a shorter first distance is the other shaft, one of the drive housing and the power transfer housing that supports one shaft is one housing, and other one of the drive housing and the power transfer housing that supports the other shaft is the other housing, the one shaft extends toward the other shaft, crossing a first central axis, and a coupling part is accommodated in the other housing.

An upper limit charging rate is limited when a speed position of an automatic transmission is high as compared to when the speed position is low, so an engine is hard to enter a high torque state even when the speed position is high. Thus, it is possible to suppress vibrations and noise that tend to occur at the time when the engine is driven at a low rotation speed and high torque. On the other hand, the upper limit charging rate increases when the speed position is low as compared to when the speed position is high, with the result that a charging rate increases, so it is possible to keep a state of charge of a battery within an appropriate range.

A vehicle control device includes: a slip determination module that determines a slip of each of wheels; a base distribution calculation module that calculates a base distribution torque to be distributed to the front and rear wheels on the basis of requested torques and a base distribution ratio of torques between the front and rear wheels, and changes the base distribution ratio on the basis of a result of slip determination performed by the slip determination module when the slip is detected; a rotation speed control module that decreases the base distribution torque on the basis of the result of slip determination, in a manner that a rotation speed of a slipping wheel that is slipping becomes equal to a target rotation speed; and a torque vectoring module that redistributes a torque down amount of the slipping wheel to the base distribution torque of non-slipping wheels that are not slipping.