A system includes a rotary electric machine, wiring, a battery that is connected to the rotary electric machine by the wiring harness, and an upper limit value setting section which sets an output upper limit value that is an upper limit of an output command of the rotary electric machine. A control apparatus which controls the rotary electric machine is provided with a temperature acquisition section which acquires the temperature of at least one of the battery and the wiring, an allowable output value calculation section which calculates an allowable output value that is an upper limit allowed for an output command of the rotary electric machine, based on the temperature that is acquired by the temperature acquisition section, and a transmitting section which transmits the allowable output value calculated by the allowable value calculation section to the upper limit value setting section.

A vehicle includes a powertrain and a controller. The powertrain includes a transmission mechanically coupled to an electric machine and configured to transfer torque between a wheel and the electric machine. The transmission has a gearbox configured to establish gear ratios through a shift. The controller is programmed to, in response to an indication of an expected regenerative braking event having a timing falling within a shift window of the transmission, prevent a clutch of the transmission from disengaging until first occurrence of application of an accelerator pedal or removal of the indication to inhibit the shift prompted by a shift schedule of the gearbox.

A device synchronizes primary speed of a primary shaft receiving an electrical torque from an electric machine with a secondary speed lower than the primary speed of a secondary transmission shaft. The primary shaft and secondary shaft are decoupled. The primary shaft has a kinetic energy associated with the primary speed. The device provides electrical braking torque to the primary shaft until the primary speed is substantially equal to the secondary speed. The device also at least partially recovers, in the form of electrical energy, the kinetic energy lost by the primary shaft and transmits the electrical energy to an energy storage device.

A hybrid vehicle propulsion includes an engine and a first electric machine, where each is configured to selectively provide torque to propel the vehicle. The propulsion system also includes a second electric machine coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. The propulsion system further includes a controller programmed to deactivate the engine and propel the vehicle using the first electric machine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time. The controller is also programmed to restart the engine using the second electric machine powered by the high-voltage power source.

A regenerative braking control apparatus includes an interface unit configured to receive driving information of a vehicle; an object detection device configured to generate object information based on detecting an object outside the vehicle; and at least one processor. The at least one processor is configured to: determine whether to perform regenerative braking for the vehicle, based on the driving information and the object information; and provide at least one signal corresponding to a result of determining whether to perform the regenerative braking for the vehicle.

A through the road (TTR) hybridization strategy is proposed to facilitate introduction of hybrid electric vehicle technology in a significant portion of current and expected trucking fleets. In some cases, the technologies can be retrofitted onto an existing vehicle (e.g., a trailer, a tractor-trailer configuration, etc.). In some cases, the technologies can be built into new vehicles. In some cases, one vehicle may be built or retrofitted to operate in tandem with another and provide the hybridization benefits contemplated herein. By supplementing motive forces delivered through a primary drivetrain and fuel-fed engine with supplemental torque delivered at one or more electrically-powered drive axles, improvements in overall fuel efficiency and performance may be delivered, typically without significant redesign of existing components and systems that have been proven in the trucking industry.

The present disclosure discloses a vehicle and a braking feedback control method for the same. The braking feedback control method includes the following steps: detecting a current speed of a vehicle and a depth of a braking pedal of the vehicle; when the current speed of the vehicle is greater than a preset speed, the depth of the braking pedal is greater than 0, and an anti-lock braking system of the vehicle is in a non-working state, controlling the vehicle to enter a braking feedback control mode, where when the vehicle is in the braking feedback control mode, a required braking torque corresponding to the vehicle is obtained according to the depth of the braking pedal, and a braking torque of a first motor generator, a braking torque of a second motor generator, and a braking torque of basic braking performed on the vehicle are distributed according to the required braking torque.

Systems and methods for operating a driveline of a hybrid vehicle are disclosed. In one example, an engine may enter or stay in one of two cylinder modes in response to a request to a negative torque capacity of an electric machine being insufficient to provide a desired driveline braking torque. One cylinder mode operates cylinders with cylinder valves held closed and without fuel being injected to the cylinders while the other cylinder mode operates cylinders with valves that open and close without fuel being injected to the cylinders.

A generator and electrical motor includes a main axle assembly housing; a wheel axle that extends through the main axle assembly housing; a wheel statically coupled to each end of the wheel axle; a plurality of magnets coupled to a circumference of the wheel axle; a stator within the main axle assembly housing, the stator including a field winding that surrounds the wheel axle, such that rotation of the wheel axle induces a current in the field winding; and at least one vehicle mount on an exterior of the main axle assembly, the at least one vehicle mount configured for coupling to the vehicle.

A compact side-by-side motor gearbox unit is provided. The motor gearbox unit includes two independent electric motors and gearboxes with motor drive shafts and gearbox power output shafts mounted in opposite directions, the motors are held in a shared housing. The drive shafts of each electric motor in the motor gearbox unit are offset from one another and not colinear with one another. The power output shafts of the gearboxes are aligned along a common power output axis providing a half-shaft connection to a drive wheel on one side of the motor gearbox unit and a different half-shaft connection to another drive wheel on the other side of the motor gearbox unit.