Abstract: A method for protecting against overcharging a battery of a light-weight utility vehicle during regenerative braking includes controlling a regenerative braking process such that a predetermined activation amount of braking torque is produced by a motor of the vehicle when braking torque within a full braking range is initially requested. The predetermined activation amount of braking torque is less than the full braking range. The method additionally includes reading a voltage across a battery of the vehicle induced by a current generated by the motor as the activation amount of braking torque is produced. The method further includes increasing the amount of braking torque produced by the motor, if the voltage across the battery is less than a specified battery voltage threshold.

Abstract: A system for towing a light-weight utility vehicle is provided. The system includes a tow arm connectable to a distal portion of a towing vehicle. The system additionally includes a tow mode mechanism connectable to a distal portion of a towed vehicle and connectable with the tow arm. The tow mode mechanism automatically places the towed vehicle in a tow mode when the towing vehicle begins to tow the towed vehicle.

Abstract: A lightweight utility vehicle brake lighting system comprising a brake pedal position sensor, a controller and a brake light circuit. The brake pedal position sensor senses the position, e.g., amount of depression, of a vehicle brake pedal. The controller of interprets a brake pedal position signal from the brake pedal position sensor to determine the position of the brake pedal. When the controller determines that the brake pedal has been depressed to initiate a braking operation of the vehicle, the controller transmits a brake light signal to an electronic switching device, such as a relay switch, of the brake light circuit. Upon receipt of the brake light signal, the electronic switching closes to complete, or close, the brake light circuit to enable a current flow through the brake light circuit, thereby illuminating at least one brake light of the vehicle.

Abstract: An electric braking system and methods for a utility vehicle is provided. The system includes a rotor coupled to a rear axle of the utility vehicle. A caliper is electrically controlled to provide stopping force to the rotor. A spring is pre-loaded to actuate the caliper when additional stopping force is needed. A controller controls the activation of the caliper by generating an electrical braking signal to control operation of the caliper based on a brake position signal generated from a brake pedal position sensor.

Abstract: An electric vehicle is provided with motor braking and includes a locking differential that provides positive braking on slippery surfaces so as to prevent relative movement of the first and second output shafts of the differential.

Abstract: A drive system is provided for a utility vehicle and includes an alternating-current (AC) motor for providing a drive torque. An AC motor controller receives a battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, forward/neutral/reverse (FNR) signal, and run/tow signal indicative of the utility vehicle being configured to be driven and being configured to be towed. The AC motor controller generates an AC drive signal for the AC motor, wherein the AC drive signal is based on the battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, FNR signal, and run/tow signal.

Abstract: A drive system for an electric vehicle includes a motor for providing a drive torque and an electrically actuated brake for providing a braking torque to the motor. The system includes a controller that receives a plurality of inputs which may include a battery voltage input, a throttle pedal position input, a brake pedal position input, a key switch input, a forward/neutral/reverse (FNR) input, and a brake full-stroke input in addition to the brake pedal input. The controller may generate a drive signal for the motor based on some or all of the inputs.

Abstract: A protection system for at least one electrical component of a light-weight utility vehicle is provided. The system comprises a hood having a top panel and a side panel. The top panel can be connected to an interior side of at least one wall of a vehicle body structure. The side panel extends substantially perpendicularly from an edge of the top panel and can be connected to a top side of a vehicle floor structure.

Abstract: A lightweight utility vehicle brake lighting system comprising a brake pedal position sensor, a controller and a brake light circuit. The brake pedal position sensor senses the position, e.g., amount of depression, of a vehicle brake pedal. The controller of interprets a brake pedal position signal from the brake pedal position sensor to determine the position of the brake pedal. When the controller determines that the brake pedal has been depressed to initiate a braking operation of the vehicle, the controller transmits a brake light signal to an electronic switching device, such as a relay switch, of the brake light circuit. Upon receipt of the brake light signal, the electronic switching closes to complete, or close, the brake light circuit to enable a current flow through the brake light circuit, thereby illuminating at least one brake light of the vehicle.

Abstract: A vehicle operation control switch for a light-weight utility vehicle is provided. The vehicle operation control switch includes an ‘Off’ setting or position. When the switch is placed in the ‘Off’ position, the switch disables a vehicle prime mover that generates motive forces utilized to propel the vehicle when enabled. The switch additionally includes a ‘Forward’ setting or position, whereby when the switch is moved to the ‘Forward’ setting, the vehicle prime mover is enabled and the vehicle is configured in a ‘Forward’ movement operational mode. Furthermore, the switch includes a ‘Reverse’ setting for enabling the vehicle prime mover and placing the vehicle in a ‘Reverse’ movement operational mode.

Abstract: A vehicle wiring harness for a lightweight utility vehicle is provided. The wiring harness comprises a plurality of vehicle function components integrally connected to a plurality of branch wires. Thus, the wiring harness is fabricated to form a unitary wiring harness that includes the function components.

Abstract: A power cell charge monitoring system for a light-weight utility vehicle is provided. The monitoring system can comprise a receptacle module electrically connectable to at least one power cell of the vehicle. The receptacle module is removably mateable with a power cell charger connector and can comprise at least one indicator light. The receptacle module can be configured to utilize the indicator light to indicate a charge status of the power cell when the receptacle module is mated with the charger connector.

Abstract: A tow harness is provided that that spans between connectors of respective towing and towed vehicles. The tow harness includes a first end that mates with the connector of the tow vehicle and includes a first jumper for completing a brake control circuit between a brake of the tow vehicle and a brake signal source of the tow vehicle. A second end mates with the connector of the towed vehicle and includes a second jumper that completes the brake control circuit between the brake signal source of the towing vehicle and a brake of the towed vehicle. In other embodiments a brake system includes an electric brake that includes inputs for a brake control signal. A brake controller receives power from a battery and generates the brake control signal. An electrical connector includes signal terminals connected to the brake control signal and power terminals connected to the battery.

Abstract: A horn activation system for a lightweight utility vehicle can comprises a pressure sensitive horn switch (PSHS) operably connected to a horn button. The horn button is operable with the PSHS such that pressing the horn button compresses the PSHS. The horn activation system additionally can comprise an electronic switching device communicatively connected to the PSHS. The electronic switching device is responsive to a horn activation signal transmitted by the PSHS when the PSHS is compressed in response to depression of the horn button. The horn activation system further can comprise a horn configured to receive a current flow resulting from the electronic switching device closing a horn control circuit upon receipt of the horn activation signal.

Abstract: A drive system is provided for a utility vehicle and includes an alternating-current (AC) motor for providing a drive torque. An AC motor controller receives a battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, forward/neutral/reverse (FNR) signal, and run/tow signal indicative of the utility vehicle being configured to be driven and being configured to be towed. The AC motor controller generates an AC drive signal for the AC motor, wherein the AC drive signal is based on the battery voltage signal, throttle pedal position signal, brake pedal position signal, key switch signal, FNR signal, and run/tow signal.

Abstract: A closed loop servo feed system for an EDM ram. A gap voltage signal is processed to control the servo feed operation with respect to ram velocity and also ram direction. A first network is provided with a voltage to frequency section for controlling ram velocity. A second network includes a raise/lower ram section with a comparator to determine the direction of ram movement.

Abstract: An EDM circuit that detects power transistor switch failure. A comparator 62 and a sample and hold stage 60 are used during a window of time formed by the off-time of a pulse generator to determine whether power switch MOSFET 30 is conducting. If MOSFET 30 is conducting during the off-time of the pulse generator LED 72 will emit light to indicate a failed power transistor switch.

Abstract: A programmable system for controlling machining current magnitude and reducing it in a step function as gap voltage falls indicating gap short circuit condition. A set of off-time numbers are computed and stored in an off-time counter. These numbers are recomputed each time a new on or off time is entered in the pulse generator. The original off-time is the normal cutting parameter. As the gap voltage drops, indicating problems, the off-time starts doubling or increasing in a like manner until it has reached many times its normal duration.

Abstract: A programmable system for controlling maximum machining current. A current limit is entered into the system together with the on-time and off-time desired. The system operates to use the desired on-time and current values, but the off-time will be modified depending on the maximum current limit possible. This will protect the apparatus when an impossible combination has been entered by the operator. Minimum allowable period is calculated for any desired current limit. The desired period is subtracted from the minimum period and the difference added to the off-time if the result is positive.

Abstract: Included in the circuit are a pair of counter timer circuits, a pair of inverters and a D-type flip flop. The inputs of the counters are tied to a programmable computer buss. A number is loaded into the first counter representative of machining power pulse on-time and a second number is loaded into the second counter representative of machining power pulse off-time.As the first counter counts to 0, the pulse output from the first counter is passed through an inverter to the second counter to enable it. After the second counter counts to 0 there will be provided an output through the second inverter to initiate the operation of the first counter. The pulses which are produced at the termination of each count provide operation of a following flip-flop stage which is toggled to provide on-off time for the machining power pulses to the following power module of the electrical discharge machining apparatus.