Abstract: A method and system used to identify an optimal hybrid vehicle operating mode based on a variety of potential factors, and then recommend the optimal operating mode to the driver so that they can make an informed decision regarding their operating mode selection. In one embodiment, the method uses geographic-, vehicle- and/or environmental-related factors to establish one or more operating zones, monitors the location of the hybrid vehicle and determines when it is within one of the operating zones, and then determines an operating mode that is optimal for that particular operating zone.

Abstract: In a material handling and stair climbing vehicle, when the vehicle is shifted from a state where the wheels with two axles are grounded on a travelling surface to a standing state achieved by the wheels with one axle, a main body portion is turned around support shafts with respect to supporting portions in the two-axle wheel grounded state. Then, an inertial force around the support shafts is generated by reducing the speed of turning of the main body portion with respect to the supporting portions. Then, the vehicle is shifted to the standing state achieved by the wheels with one axle by turning the supporting portions around the axles of the wheels with one axle, which are grounded on the travelling surface, by the inertial force.

Abstract: The present invention provides a structure for protecting a corner of a case of an inverter (an on-board device), and provides the structure for protection having improved assembling efficiency. The present Description discloses the structure for protecting a corner of a case of an inverter. The structure includes a protector for covering the corner, and a receiving portion provided on the case. The protector is fixed at least at two points arranged on a straight line on a first surface adjacent to the corner. The receiving portion is provided on a second surface adjacent to the corner. The receiving portion is provided at a position where the receiving portion receives an edge of the protector when the protector rotates around a straight line Pv passing through at least two fixed points.

Abstract: Disclosed are a method and system of controlling anti-jerk for reducing vibration of an electric vehicle using power of a motor. The method includes outputting an actual speed of the motor; outputting a model speed of the motor; obtaining a vibration component based on a deviation between the output motor speed and actual speed of the motor; high pass filtering the vibration component to remove an error component in the vibration component; delaying a phase of the filtered vibration component for a preset time to compensate for phase error occurring during the high pass filtering; and applying a preset gain to the vibration component in which the phase is delayed for the preset time to generate an anti-jerk compensation torque based on the applying of the preset gain.

Abstract: A vehicle having an electric machine arrangement, including an electric machine operable to drive the vehicle includes a control system having at least one controller. The control system is configured to implement a method for thermal mitigation of the electric machine arrangement. The thermal mitigation strategy is controlled such that a time between successive implementations of the strategy is inversely related to a temperature of at least a portion of the electric machine arrangement, and the time between two successive implementations of the thermal mitigation strategy may decrease with each successive pair of implementations.

Abstract: A method of controlling operational modes of a hybrid electric vehicle includes: determining whether an all-electric range (AER) of the vehicle is at or less than a first predetermined value; activating a first operational mode if the AER is determined to be at or less than the first predetermined value; determining, while the first operational mode is active, whether the AER of the vehicle is greater than a second predetermined value; activating a second operational mode if the AER is determined to be greater than the second predetermined value.

Abstract: A tow control remotely controls a connected towing vehicle by generating and transmitting a signal that controls the propulsion of the towing vehicle. The towing vehicle is controllable to generate propulsion for the tow control, a towed vehicle, and an operator. A flexible tow line joins the tow control to the towing vehicle. The operator, while holding the tow control and mounting the towed vehicle, can maintain independent movement relative to the towing vehicle because of the flexible nature of the tow line and the distance between the towing vehicle and tow control. The towing vehicle includes a receiver that remotely receives a signal from a transmitter on the tow control. The receiver relays the signal to a processor that regulates a steering portion, motor, and brake mechanism on the towing vehicle. A control portion on the tow control generates the signal for operation.

Abstract: An electric motor can assist an engine at high conversion efficiency. A lower limit is set for the torque shared with an engine by the electric motor when the engine and the electric motor are operated together for traveling, and a hybrid ECU has an assistance control unit that implements control to a traveling mode in which the engine and the electric motor operate together, only when it is estimated that the torque shared with the engine by the electric motor is equal to or greater than the torque lower limit when the electric motor and the engine are operated together for traveling.

Abstract: A machine having a transmission, a differential, and a drive shaft disposed therebetween has an improvement including a stator with a substantially cylindrical opening extending therethrough, and a rotor that rotates relative to the stator. The rotor is attached to the drive shaft in axial alignment, and rotation of the drive shaft causes a corresponding rotation of the rotor. At least a portion of the drive shaft extends through the opening in the stator. A semi-rigid coupling extends between the stator and the transmission.

Abstract: Disclosed is a technique for controlling transition between an electric vehicle (EV) mode and a hybrid electric vehicle (HEV) mode in a hybrid vehicle. More specifically, the technique includes first determining a drive mode of the hybrid vehicle by monitoring an average vehicle speed and an accelerator position sensor. Next, an engine on map value is determined for entering into the HEV mode and a hysteresis map value is determined for controlling the transition between the EV mode and the HEV mode based on a battery's state-of-charge (SOC), the average vehicle speed, and the drive mode; Based on the above steps, the technique determines whether the hybrid vehicle should transition between the EV mode or the HEV mode based on a driver's requisite torque calculated by monitoring the accelerator position sensor and a gear position sensor and on the determined engine on map value and hysteresis map value.

Abstract: A method includes defining an application operating cycle and a number of behavior matrices for a hybrid power train that powers the application, each behavior matrix corresponding to operations of the hybrid power train operating in a parallel configuration. The method includes determining a number of behavior sequences corresponding to the behavior matrices and applied sequentially to the application operating cycle, confirming a feasibility of each of the behavior sequences, determining a fitness value corresponding to each of the feasible behavior sequences, in response to the fitness value determining whether a convergence value indicates that a successful convergence has occurred, and in response to determining that a successful convergence has occurred, determining a calibration matrix in response to the behavior matrices and fitness values. The method includes providing the calibration matrix to a hybrid power train controller.

Abstract: A hybrid vehicle includes a regenerative charging area detection section, a recovery loss estimation section, and a motor use ratio increase section. The regenerative charging area detection section detects arrival of a regenerative charging possible area in which a regenerative charging from a motor to a battery is possible. The recovery loss estimation section estimates a recovery loss of the regenerative charging based on a regenerative charge amount in the regenerative charging possible area and a current remaining battery amount in response to detection by the regenerative charging area detection section. In response to estimation by the recovery loss estimation section, before the arrival at the regenerative charging possible area, the motor use ratio increase section increases a use ratio of the motor so as to decrease a remaining battery amount while limiting the temperature of the battery to a predetermined temperature range.

Abstract: The present teachings relate generally to a small remote vehicle having rotatable flippers and a weight of less than about 10 pounds and that can climb a conventional-sized stairs. The present teachings also relate to a small remote vehicle can be thrown or dropped fifteen feet onto a hard/inelastic surface without incurring structural damage that may impede its mission. The present teachings further relate to a small remote vehicle having a weight of less than about 10 pounds and a power source supporting missions of at least 6 hours.

Abstract: A vehicle control device includes plural functional modules each of which is a minimum part unit that contributes to change in input/output potentials, and has an input and an output of one power line or one set of power lines, except for power lines having a same potential as that on an overhead wire side or that on a ground side. The functional module has an interface surface on one side surface, to which both of a signal line and the power line are connected. Each interface surface is divided into a first interface area in which a signal line terminal connected to the signal line is placed, and a second interface area in which a power line terminal connected to the power line is placed. The plural functional modules are adjacently arranged such that the interface surfaces face in a same direction, the first interface areas are located on one end side in common, and the second interface areas are located on the other end side in common.

Abstract: An Electronic Control Unit (ECU), and a method and a computer program product are provided for the control of a drive train for a hybrid vehicle, and a drive train including such a control device is also provided. The hybrid vehicle includes an upstream located Internal Combustion Engine (ICE) which is connected to an Electronic Motor/Generator (EMG) via a Master Clutch (MC). The EMG is connected to the wheels via a Mechanical Transmission (MT) including synchronization. The ECU is programmed to control the MC and the MT when shifting from a generating mode, in which the ICE is powering the EMG at or near standstill, to a driving mode in such a way that at least a part of the inertial energy liberated when retarding the EMG in order to synchronize the rotational speed of the EMG and the MT is transferred to the wheels by using the synchronization in the MT to retard the EMG and transfer of power to the wheels.

Abstract: A system and method for a propulsion system includes an electric motor and an energy storage unit configured to supply a primary power to the electric motor. The propulsion system also includes a plurality of auxiliary power units (APUs) configured to supply a secondary power to at least one of the electric motor and the energy storage unit. Each of the plurality of APUs includes a free-piston engine configured to generate a mechanical output, a linear generator configured to transform the mechanical output to an electrical power, and a controller. The controller receives a power command from the electric motor and/or the energy storage unit, determines an amount of secondary power needed to meet the power command, and selectively activates a number of the plurality of APUs to generate the needed amount of secondary power.

Abstract: A control system or method for a vehicle references a camera and sensors to determine when an offset of a yaw rate sensor may be updated. The sensors may include a longitudinal accelerometer, a transmission sensor, a vehicle speed sensor, and a steering angle sensor. The offset of the yaw rate sensor may be updated when the vehicle is determined to be stationary by referencing at least a derivative of an acceleration from the longitudinal accelerometer. The offset of the yaw rate sensor may be updated when the vehicle is determined to be moving straight by referencing at least image data captured by the camera. Lane delimiters may be detected in the captured image data and evaluated to determine a level of confidence in the straight movement. When the offset of the yaw rate sensor is to be updated, a ratio of new offset to old offset may be used.

Abstract: A vehicle starts traveling in an EV travel mode. When a reset request is issued to a first power storage unit, current control is performed to discharge actively the first power storage unit. After time when charging by an external power supply becomes allowed, a discharge current of the first power storage unit to be reset is kept at a constant current value, and a second power storage unit not to be reset is charged with a charge current including at least the discharge current of the first power storage unit. When a distinctive point appears on a battery voltage characteristic of the first power storage unit at a subsequent time, an estimated value of an SOC of the first power storage unit is reset to a predetermined reference value.

Abstract: Electronic control systems and related control methods for controlling electric drive motors for propelling a vehicle and electric auxiliary motors for performing work, such as electric deck motors for mower blades. The apparatus is shown in use with a vehicle that includes a mowing deck. Features of the control systems allow for safe and efficient use of the vehicle.

Abstract: A power driven wheelchair and a method for operating same are provided. In one embodiment, the power driven wheelchair includes a system controller with a main controller, a storage device, and at least one input device, a motor assembly, and a common bus. The motor assembly may include a drive motor, a local controller, and a sensor sensing a condition associated with the drive motor and in communication with the local controller. In another embodiment, the power driven wheelchair includes the system controller, an actuator assembly, and the common bus. The actuator assembly may include an actuator mechanism, a local controller, and a sensor sensing a condition associated with the actuator mechanism and in communication with the local controller. Multiple embodiments of the method are related to controlling various arrangements of motor assemblies or actuator assemblies.

Abstract: A drive controller for a cargo handling vehicle including an engine, a generator motor, a cargo handling pump, a cargo handling actuator, a travel motor, and a battery. The drive controller includes an engine control unit, a rotation speed detection unit, a deviation calculation unit, and a power generation control unit. The engine control unit controls the engine in accordance with a command rotation speed. The rotation speed detection unit detects an actual rotation speed of the engine. The deviation calculation unit calculates a rotation speed deviation of the command rotation speed for the engine and the actual rotation speed of the engine. The power generation control unit controls the generator motor in accordance with the rotation speed deviation so as to limit power generated by the generator motor to drive the travel motor.

Abstract: Inside of a swing arm (30) that pivotally supports a rear wheel (WR) of an electric two-wheeled vehicle (1) and that is freely swingably attached to a vehicle body, a battery (56), an electric motor (M) for driving the rear wheel (WR), and a board (50) serving as a control device for controlling the electric motor (M) are equipped. Coupling a throttle grip (80) and a throttle position sensor (60) by physical transmission means (62, 85, 86) therebetween allows a configuration so that a turning angle of the throttle grip (80) can be detected, and the throttle position sensor (60) is attached to the board (50). The board (50) is disposed with a planar portion oriented in a vehicle width direction.

Abstract: Vehicle operating conditions are computed and the instant variable cost of operation is displayed, enabling operators to learn to operate the vehicle in ways that maximize value, minimize fuel consumption, and reduce or avoid operations that are excessively costly or wasteful. The display quantity is termed “Dynamic Fuel Cost” or DFC, usually measured and displayed in currency (such as Dollars or Euros) per hour. Once every second or so, up to six modes of vehicle operation are detected, including steady speed, acceleration, deceleration by coasting (reduced power or parasitic drag), regenerative braking (in vehicles so equipped such as hybrids), friction braking, and zero speed idling. Then DFC is computed and displayed to the operator. Operators can choose to operate the vehicle in ways that maximize the value of their time and minimize fuel consumption and resulting emissions of pollutants and greenhouse gases.

Abstract: A method and a device for influencing the temperature of at least one electromechanical component situated in a motor vehicle, in which a transmission situated in the motor vehicle is cooled by a transmission oil flowing in a transmission cooling circuit. A cooling circuit branch is provided for influencing the temperature of the electromechanical component. The transmission oil also flows in the cooling circuit branch as a heat carrier. The flow rate of the transmission oil in the cooling circuit branch is influenced for influencing the temperature of the electromechanical component as a function of the setpoint operating temperature and/or the actual operating temperature of the electromechanical component.

Abstract: A method is provided for operating a motor vehicle traveling on a roadway. The method includes, but is not limited to determining data of the roadway in the area, which includes determining a number n of lanes. If it is determined that n?2, it is determined whether a lane in which the vehicle is located with data of an optical camera of the motor vehicle. In addition, it is determined whether a second motor vehicle is traveling in the lane, in which the motor vehicle is located, in a direction of travel opposite a first direction of travel with a determination apparatus of the motor vehicle. If a second motor vehicle is determined, a warning message and/or automatic actuation is generated from an apparatus of the motor vehicle (e.g, a braking apparatus, a drive apparatus, or a steering apparatus).

Abstract: A power converter is installed in a casing attached beneath the floor of an electric vehicle. The power converter includes a capacitor unit and a power semiconductor module housed in a hermetically sealed part of the casing closed by a cover for closing an access port, and a cooler installed in an exposed part, the cooler cooling heat generated from the power semiconductor module. The power converter includes a bus bar that electrically connects the power semiconductor module and the capacitor unit, and a conductive bar that electrically connects the capacitor unit and the bus bar. The conductive bar is drawn from the upper surface of the capacitor unit, and is bent into a crank.

Abstract: A driving instability determination device is provided to improve the precision in detecting the driving instability. The driving state determination section determines whether the state is a prescribed driving state by determining whether the information of the operation state of the driving operation unit and the vehicle state as the running state data is disturbed. Based on the running state data for detecting the unstable state of the driver, the running state distribution computing section excludes the running state data when the state is determined to be the prescribed driving state, and the running state distribution computing section computes the first and second running state distributions in different time ranges. The driving instability determination section determines the instability of the driving from the difference between the two computed running state distributions.

Abstract: A drive control device which estimates an engine torque during traveling in a fixed gear ratio mode is disclosed. The drive control device includes the engagement mechanism including the revolution component revolved by the torque of the engine and the fixed component that engages with the revolution component, the torque applying unit which applies torque to the revolution component and the first transmitting control unit which engages the engagement mechanism to make the engagement mechanism receive the reaction force of the torque. The torque estimating control unit executes control of torque applied to the revolution component by the torque applying unit during executing the control by the first transmitting control unit to detect the phase change between the revolution component and the fixed component and estimates the torque of the engine based on the phase change and torque applied by the torque applying unit.

Abstract: A traction control system and methodology that utilize a phase-out and phase-in of maximum drive torque and/or a regenerative brake torque based on vehicle speed and road slope.

Abstract: A method for ascertaining a rotational speed parameter for determining a setpoint torque for driving a drivetrain. The drivetrain comprises a first and at least one second drive assembly for driving a hybrid vehicle. The first drive assembly can be coupled to the drivetrain by means of a clutch. The second drive assembly is mechanically coupled to the drivetrain. When the hybrid vehicle is being driven by means of at least the first drive assembly, the rotational speed parameter corresponds to the value of a shaft rotational speed. When the hybrid vehicle is being driven only by means of the second drive assembly, the rotational speed parameter corresponds to the value of a determined rotational speed.

Abstract: A vehicle component mounting arrangement is provided with a motor, an inverter, a converter and a charging port. The inverter is electrically connected to the motor to supply a drive current to the motor. The inverter is vertically arranged above the motor such that a vertical space exists directly between the inverter and the motor. The converter is vertically arranged inside a motor room of the vehicle with the inverter extending horizontally outward with respect to the converter in a longitudinal direction of the vehicle. A space facing portion of the converter aligns with the vertical space as viewed in the longitudinal direction of the vehicle. The charging port is electrically connected to the converter by a charging harness that is at least partially disposed in the vertical space. The charging port is positioned in horizontally outward of the inverter in the longitudinal direction of the vehicle.

Abstract: A power supply device for a vehicle that is chargeable from an external power supply (90) provided external to the vehicle, including a main battery (BA) and a battery pack (39) that is attachable to and detachable from the vehicle. The battery pack (39) includes a sub battery (BB1) for driving electric loads (inverters 14 and 22) common to the main battery (BA) and the sub battery (BB1), and a connector (52) provided with a first storage unit storing information related to the sub battery (BB1). The power supply device for the vehicle further includes a control device (30) performing control related to the main battery (BA), and reading the information from the first storage unit and performing control related to the sub battery (BB1).

Abstract: An electric automobile includes an electric motor coupled to a first axle that propels the automobile in a desired direction. An alternator or generator is coupled to the second axle and includes an output that powers the electric motor or recharges a power source that powers the electric motor. A gearbox is arranged to harness the reciprocating motion of one of the axles and provide angular motion to the shaft of the generator or alternator.

Abstract: An apparatus is provided in one example embodiment and includes a power management module configured to receive data associated with travel being proposed by an end user of an electric vehicle. The power management module is configured to suggest a starting time for the travel based on time of use (ToU) rates for electricity consumption and a current level of power in the electric vehicle. In more specific embodiments, the data associated with the travel includes a starting location, an ending location, and a proposed drive time. In other embodiments, the power management module is further configured to interface with a mapping tool in suggesting the starting time for the end user. The power management module can be configured to obtain the ToU rates from a utility, and the ToU rates are provided as a function of time.

Abstract: A driving control apparatus of a hybrid vehicle is provided with: an internal combustion engine, a power dividing mechanism generator; an electric motor capable of outputting power according to electric power supplied from at least one of the generator and a storage battery, to a drive shaft; a changing device capable of changing an operating state of the generator, from one state to the other state out of a first state in which the rotating shaft of the generator can rotate and a second state in which a rotating shaft of the generator is fixed in a stop state; and a controlling device for controlling the changing device to change the operating state of the generator from the one state to the other state in a predetermined period in which the rotating shaft of the generator does not rotate.

Abstract: A working machine and a method for operating the same are provided. The working machine is provided with: a power source and a plurality of driving wheels; a working hydraulic system including at least one hydraulic pump powered by the power source for moving an implement on the working machine and/or for steering the working machine; a transmission line arranged between the power source and the driving wheels for transmitting torque from the power source to the driving wheels; and a transmission unit arranged in the transmission line for reducing the mechanical interaction between the power source and the driving wheels. The method includes: detecting at least one operational parameter indicative of a working condition of the working machine; determining if the characteristic of the transmission unit should be altered on the basis of a magnitude of the detected operational parameter; altering the characteristic of the transmission unit if it is determined to be required.

Abstract: A method of programming parameters of a power driven wheelchair for a plurality of drive modes comprises: displaying a menu image on an interactive display screen, the menu image including settings of a plurality of wheelchair parameters for a plurality of drive modes of the wheelchair; selecting a wheelchair parameter for a drive mode from the displayed menu image; and programming the setting of the selected wheelchair parameter to a desired setting.

Abstract: A hub motor for electric vehicles and includes a rim, connecting members, a motor housing, a gear ring, a coil unit, a shaft, a tube, a magnet unit, a sun gear, a planet gear frame and multiple planet gears. The gear ring and the coil unit are fixed in the motor housing and two bearings are located between the shaft and the motor housing so that the motor housing is rotatable relative to the shaft. The tube has the magnet unit and the sun gear, and the planet gear frame is fixed to the shaft and the planet gears are connected to the planet gear frame. The planet gears are engaged with the gear ring and the sun gear.

Abstract: An electric drive vehicle includes a vehicle main body 10, a battery 12, a power generating unit 11 that charges to the battery 12, an operating condition setting switch 40 capable of setting an operating condition of the power generating unit 11, a power-generating-unit side ECU 113 that operates the power generating unit 11 on the basis of the operating condition, a navigation system 30 that acquires a vehicle traveling condition, and a vehicle-side ECU 50 that estimates the amount of charge consumed in the battery 12 during traveling under the vehicle traveling condition. The vehicle-side ECU 50 turns on an alarm lump 46 when an estimated time necessary for charging the battery to make up the amount of charge estimated is longer than a desired time it takes to charge the battery to make up the amount of charge estimated.

Abstract: A vehicle 1000 is equipped with a fuel cell system 100 and a secondary battery as power sources. A water level of water present on a water-covered road surface is measured by a water level sensor 72. When the measured water level reaches or exceeds a preset threshold value, drive control of the vehicle 1000 stops power generation by a fuel cell stack 10, closes a discharge valve 62, and enables the vehicle 1000 to be driven with output power of a motor that is actuated with electric power from the secondary battery. This arrangement effectively prevents a damage or failure of the fuel cells mounted on the vehicle moving on the water-covered road.

Abstract: An electronic control module for a vehicle. The electronic control module includes a housing, a temperature sensor positioned in the housing, and a controller positioned in the housing and coupled to the temperature sensor. The controller includes a processor, a memory, and a plurality of switches. The controller performs a first function related to a comfort level of an occupant of the vehicle at a first level of functionality. The controller also detects a temperature in the housing, and modifies the first function when the detected temperature exceeds a temperature threshold. The modification of the first function reduces a quantity of heat generated by the controller.

Abstract: A system and method for a propulsion system includes an electric motor and an energy storage unit configured to supply a primary power to the electric motor. The propulsion system also includes a plurality of auxiliary power units (APUs) configured to supply a secondary power to at least one of the electric motor and the energy storage unit. Each of the plurality of APUs includes a free-piston engine configured to generate a mechanical output, a linear generator configured to transform the mechanical output to an electrical power, and a controller. The controller receives a power command from the electric motor and/or the energy storage unit, determines an amount of secondary power needed to meet the power command, and selectively activates a number of the plurality of APUs to generate the needed amount of secondary power.

Abstract: A supporting portion of an inverter bracket is made of cast, and the inverter bracket is attached onto the side member to locate a vehicle rear end portion of the attachment portion to be on the front side in the vehicle, by a prescribed distance from a vehicle front surface portion of the suspension tower. When a force F is exerted from the front side of the vehicle, the side member curves outward in the vehicle width direction between one part to which the suspension tower is coupled and another part to which the inverter bracket is attached. The inverter bracket and inverter are pushed obliquely outward in the vehicle width direction, so that the contact with the master cylinder can be suppressed.

Abstract: The mobile robot includes a chassis, a pair of drive system, a manipulator arm with a turret. The pair of drive systems is operably connected to opposed sides of the chassis. The turret is rotationally attached to the platform. The first link of the manipulator arm is attached to the turret at a first joint. The manipulator arm has at least a first link, and the first link is adapted to function as a traction device.

Abstract: A traveling apparatus is provided. The traveling apparatus includes: a driver configured to independently drive two wheels disposed in parallel; a chassis configured to connect the two wheels; a detector provided in the chassis configured to detect a posture angle of the chassis, rotating speed of the two wheels being set respectively based on information on the detected posture angle; and an empty vehicle controller configured to control a posture of a vehicle to stand the vehicle independently in a state of no rider on board. The empty vehicle controller limits or controls the posture angle at the start of the posture control of the vehicle.

Abstract: A robotic vehicle including a chassis having front and rear ends, an electric power source supported by the chassis, and multiple drive assemblies supporting the chassis. Each drive assembly including a track trained about a corresponding drive wheel and a drive control module. The drive control module including a drive control housing, a drive motor carried by the drive control housing and operable to drive the track, and a drive motor controller in communication with the drive motor. The drive motor controller including a motor controller logic circuit and an amplifier commutator in communication with the drive motor and the motor controller logic circuit and is capable of delivering both amplified and reduced voltage to the drive motor from the power source. In one instance, the drive control module is separately and independently removable from a receptacle of the chassis as a complete unit.

Abstract: A clutchless transmission apparatus and control method thereof. The transmission apparatus comprises a motor (10) and a transmission (20), said motor (10) is connected to said transmission (20) and supplies power to said transmission (20) via an input shaft of the transmission (20), wherein said apparatus further comprises a control device (30), which is electrically connected to said motor (10) and said transmission (20), wherein said control device (30) is configured to determine whether a gear-position shifting is required based on rotation speed of said transmission (20), if a gear-position shifting is required, regulates torque of said motor (10) to control said transmission (20) to disengage, and then regulates the rotation speed of said motor (10) based on the rotation speed of said transmission (20) to control said transmission (20) to engage for shifting gear-position.

Abstract: When fail signals from first and second inverters are rendered inactive, i.e., when all inverters are proper, an ECU renders first and second shut down permit signals active for output to first and second AND gates regardless of the operating state of motor generators. The first AND gate takes an AND operation of the fail signal from the second inverter and the first shut down permit signal to output a shut down signal to the first inverter. The second AND gate takes an AND operation of the fail signal from the first inverter and the second shut down permit signal to provide a shut down signal to the second inverter.

Abstract: A method and apparatus for wheelchair control. The position and distance of a touch point on a touch pad is used to set speed and wheel differential control. The two major wheels of the wheelchair are controlled according to these set quantities. Exceeding either of two horizontal accelerations measured by an accelerometer limits the set speed. Wheelchair control is shut down upon exceeding a vertical acceleration limit.

Abstract: A method is provided of calibrating a position sensor of an electric motor of a vehicle.