Abstract: A method for discharging a capacitor. An active discharge circuit is connected in parallel with the capacitor. An interface provides a signal connection between a message-based communication system and the active discharge circuit. The interface comprises at least one input for receiving messages from the message-based communication system. The interface comprises a wake-up functionality. The at least one input comprises an input for the wake-up functionality. The method comprises: receiving at the input for the wake-up functionality a disable discharge command message of said messages for the disabling of the discharge of the capacitor, wherein upon cessation of the disable discharge command message the discharge of the capacitor is enabled. An apparatus for the discharge of a capacitor, wherein the apparatus comprises the interface and the active discharge circuit connectable in parallel with the capacitor.

Abstract: A vehicle power system includes at least one main switch to electrically connect a traction battery and electric machine, at least one DC charge switch to electrically connect the traction battery and a DC charge port when the at least one main switch is closed, and a controller to, while the DC charge port is disconnected from a DC power source, sequentially close the at least one DC charge switch and then the at least one main switch.

Abstract: An emergency disconnect circuit for use with a high-voltage (HV) bus of a battery electric system, e.g., aboard a mobile system, includes a pyrotechnic switch and a manual switch. The pyrotechnic switch configured irreversibly opens in response to an electronic triggering signal to disconnect an HV battery pack from the HV bus in a first manner. The manual switch is arranged on a low-voltage (LV) bus in series with and between the pyrotechnic switch and an LV power supply. Transition of the manual switch from an open position to a closed position connects the LV power supply to the pyrotechnic switch. This causes the LV power supply to discharge the triggering signal to the pyrotechnic switch. When used aboard a mobile system, an electronic monitoring unit generates the triggering signal in a second manner in response to a threshold impact event.

Abstract: A control device (10) for a vehicle (1) equipped with two electric motors (2) includes: a first calculation unit (11) that calculates a required torque value of each of left and right axles (4L, 4R); a second calculation unit (12) that calculates an equivalent moment of inertia of each of the left and right axles (4L, 4R); a third calculation unit (13) that calculates an estimated angular acceleration of each of left and right wheels (5) based on the two required torque values calculated by the first calculation unit (11) and the two equivalent moments of inertia calculated by the second calculation unit (12); and a determination unit (14) that compares actual angular accelerations of the left and right wheels (5) with the estimated angular accelerations calculated by the third calculation unit (13) to perform off-ground determination for each of the left and right wheels (5).

Abstract: A method is presented for detecting a lowering of a current collector of a vehicle, in particular a rail vehicle, from a contact line, the method comprising: determining values of the electric current intensity of an electric current that is transmitted or flows between the contact line and the current collector in a measuring period; determining values of a current component of the electric current with the aid of the values of the electric current intensity; detecting the lowering with the aid of the values of the current component and a predefined criterion. Furthermore, a corresponding apparatus and a vehicle comprising the apparatus are disclosed.

Abstract: A contactless power feed system includes a first ground power feed device and a second ground power feed device for performing contactless power feed to a moving body. The first ground power feed device transmits a passing signal to the second ground power feed device when entry of the moving body to a first power feed section is confirmed. The second ground power feed device transmits a power feed stop signal to the first ground power feed device when confirmation of entry or approach of the moving body to a second power feed section is not possible even after a predetermined time has elapsed after receiving the passing signal.

Abstract: Described herein is an electrically operated assembly for a braking system of a motor vehicle, having a brake force generator and a control unit, by which the brake force generator can be controlled. The brake force generator has a brake force generator housing, to which a control housing, in which the control unit is accommodated, is attached directly adjacently to a side of the brake force generator housing. In addition, the brake force generator has an electric motor with a stator. The stator is received, together with stator windings, in the control housing.

Abstract: A method uses the electric motor (4) of an electric vehicle to reduce vibration of the vehicle body (1). The electric motor (4) is supported on the vehicle body (1) or on the subframe (2) of the electric vehicle. The method includes determining a vibration of a subframe (2) or of the vehicle body (1) in the area of force introduction sites where electric motor (4) is supported. The method proceeds by determining a torque required to be generated by the electric motor (4) to introduce a force into the subframe (2) or into the body (1) for counteracting the force caused by the determined oscillation acting on the subframe (2) or the vehicle body (1) and adjusting at least one driving signal of the electric motor (4) such that the required torque is generated based on the change in the drive torque of the electric motor (4).

Abstract: A computer-implemented method comprises: receiving, by an electric vehicle (EV), a user selection of a first vehicle type from among multiple vehicle types each having an internal combustion engine, the user selection made with regard to an emulation operation mode of the EV; receiving, by the EV and with the first vehicle type selected for the emulation operation mode, a first input made by a driver using an accelerator pedal of the EV, the first input associated with a first acceleration of the EV with the emulation operation mode inactive; and in response to the first input and while the emulation operation mode being active, providing the EV with a second acceleration determined based on the first vehicle type and the first input.

Abstract: A rotary electric machine is disposed coaxially with an input member more toward a first side in an axial direction than a first gear that meshes with a second gear. A third gear rotates integrally with second and fourth gears that mesh with third gear more toward second side in axial direction than first and second gears. An axis of a counter gear mechanism is below axis of rotary electric machine and axis of differential gear mechanism. An inverter device more toward first side in axial direction than fourth gear and above axis of differential gear mechanism while that inverter device overlaps fourth gear as seen in axial direction. A specific portion of inverter device is between rotary electric machine and fourth gear in axial direction, such hat specific portion overlaps counter gear mechanism as seen in up-down direction and overlaps rotary electric machine as seen in axial direction.

Abstract: A control method for an electrically driven road vehicle comprising the steps of: providing an electric powertrain system; determining a plurality of first virtual gears for a boost configuration and/or a plurality of second virtual gears for a release configuration; detecting, following actuation of an interface system by the driver, while driving, a first selection for one of the first virtual gears and/or a second selection for one of the second virtual gears; and delivering, in the boost configuration, a drive torque to the at least two wheels as a function of the first selection; or delivering, in the release configuration, an anti-motive torque to the at least two wheels according to the second selection.

Abstract: A battery enclosure for a personal watercraft is provided. Different configurations of the battery enclosure are disclosed, as well as different arrangements of the battery enclosure within the personal watercraft and with respect to other features of the personal watercraft. According to one embodiment, a personal watercraft includes a deck and a hull defining an interior volume. An electric motor is housed within the interior volume, the electric motor being operable to rotate a drive shaft. A battery pack having a battery enclosure housing one or more batteries is also positioned within the interior volume. A portion of at least one battery of the one or more batteries is positioned vertically above the drive shaft.

Abstract: Disclosed is an electrical topology of an integrated DC charging station and an operation control method. The electrical topology comprises a supply side DC bus, K discrete charging pile units and a mutual aid total DC bus; each charging pile unit comprises an input DC bus, a mutual aid sub-DC bus, an output DC bus, N isolation branches, a non-isolation DC/DC module and an output terminal, the input DC bus is connected to the supply side DC bus, and the mutual aid sub-DC bus of each charging pile unit is connected to the mutual aid total DC bus; the isolation branch comprises an output branch and a mutual aid branch; and when all the output branches of one charging pile, unit are started and the output power cannot meet the required power, the mutual aid branches of other charging pile units are started to meet the required power.

Abstract: A pad assembly for power reception of an electric vehicle includes a receiving pad configured to support a receiving coil connected to an external component, and a magnetic complex layer disposed above or below the receiving coil. An increment in inductance per unit density of the magnetic complex layer disposed above or below the receiving coil is 25%·cm3/g or more compared to an increment in inductance per unit density of the magnetic complex layer alone not disposed above or below the receiving coil.

Abstract: A Distributed control method and a distributed communication system for wireless charging of an electric vehicle in moving are provided. For electric vehicle moving on roads in which segmented power supply lines are buried, wireless charging is provided by controlling the switching of power supply segments in real time using a mobile communication system. A distributed communication system controls such process. Since the switching of the power supply segment is distributed and controlled in real time by using a mobile communication system, continuous and stable wireless charging can be achieved without interruption of charging for an electric vehicle in moving.

Abstract: A parking brake management system for a vehicle, the vehicle comprising a parking brake, an electrical energy storage device, and a connector for connecting a charging cable to provide electrical energy to the electrical energy storage device from an external power source; the parking brake management system comprising a processor configured for determining whether the charging cable is connected to the connector by: monitoring a voltage supplied to the electrical energy storage device; and, monitoring an earth continuity measurement of the connector.

Abstract: A securing system for securing an electric bicycle to a bicycle docking frame includes a female connecting assembly mountable on the bicycle docking frame and a male connecting assembly mountable on the electric bicycle and sized to be received within a tapered recess of the female connecting assembly. When so received, first current coupling elements of the female assembly electrically interface with second current coupling elements of the male assembly, which can allow current flow therebetween to charge a battery of the electric bicycle. A bicycle rack system includes electric bicycles, bicycle docks, a charging module operable to receive electrical power from an external power source and a charging controller for adjusting the level of electrical power provided to dock-side charging modules that charge battery modules of electric bicycles docked thereto. A method for managing charging and an electric bike are also disclosed.

Abstract: A charging cable assembly for charging a first plug-in electric vehicle (PEV) from a second PEV includes first and second female sockets for connecting the first and second PEVs. The cable assembly additionally includes a charging station emulator for providing two-way communication between the first and second PEVs and monitoring ability of the first PEV to accept a charge and ability of the second PEV to supply the charge. The cable assembly further includes an electrical cable bundle having a first distal end connected to the first female socket and a second distal end connected to the second female socket. The cable bundle is in electrical communication with the charging station emulator and is configured to transmit the charge and provide two-way communication between the first and second PEVs.

Abstract: In an example, a cable management system includes a multicable clip, a retention plate, and a cable raceway. The multicable clip includes cradles to receive cables and pedestals to couple the multicable clip to one or more installation structures. The retention plate is configured to be coupled to the multicable clip and includes spacers configured to block openings of the cradles to retain the cables within the cradles and plate retention fingers to secure the retention plate to the multicable clip. The cable raceway is engageable with the multicable clip to at least partially enclose the multicable clip, the retention plate, and the plurality of cables.

Abstract: The invention relates to a charging device (100), comprising: an input-side first terminal (110_1, 110_2) for connecting to an electrical energy source (200); an output-side second terminal (190_1, 190_2) for connecting to a battery (300) to be charged; and a transformer (150), the primary winding (150_1) of which is electrically connected to the first terminal (110_1, 110_2) by means of a primary circuit (400) and the secondary winding (150_2) of which is electrically connected to the second terminal (190_1, 190_2) by means of a secondary circuit (500).

Abstract: A charging station for a vehicle, a system and a method of charging the vehicle. The system includes a heat exchanger at the vehicle. The charging station includes a reservoir including a charging station coolant, a dispenser unit configured to circulate the charging station coolant from the reservoir through the vehicle to absorb heat generated at the vehicle, and a cooling unit for cooling the charging station coolant from the reservoir. Heat generated during the charging of the vehicle is transferred into a vehicle coolant circulating within the vehicle. The heat is transferred from the vehicle coolant to a charging station coolant. The charging station coolant is flowed out of the vehicle.

Abstract: An example operation includes one or more of determining, by a vehicle, a charging location, directing, by the vehicle, another vehicle occupying the charging location to maneuver proximate the charging location, and receiving, by the vehicle, charge when the another vehicle maneuvers proximate the charging location.

Abstract: The external vehicle charging system includes an inductive coil configured to provide an alternating magnetic field to a movable receiver coil of a vehicle, an adjustable arm coupled to the movable receiver coil, a sensor configured to detect a position of the movable receiver coil of the vehicle, and a processor connected to the inductive coil, the adjustable arm, and the sensor. The processor is configured to determine a charging request, and, in response to the charging request, activate the adjustable arm so that the distance between the inductive coil and the movable receiver is reduced.

Abstract: The systems and methods described herein provide high-precision control of hydrogen generation and electricity use, thereby increasing the efficiency of the overall process. The system may include a power source that includes a rectifier for converting an alternating current input power signal to a direct current power signal. The direct current power signal may also be converted to a voltage level through a converter as an output to a vehicle network. A hydrogen generating system may also produce and provide hydrogen to the vehicle network. In some implementations, the vehicle network may include one or more electrical vehicles, hydrogen fuel-based vehicles, or hybrid hydrogen/electrical vehicles.

Abstract: An example operation includes one or more of halting, by a vehicle, charge to a location when a battery capacity of the vehicle is below a threshold; determining, by the vehicle, another vehicle that is available to provide charge to the location; maneuvering, by the vehicle, to a charging station; maneuvering, by the another vehicle, to the location; and providing, by the another vehicle, charging to the location.

Abstract: Provided are an information processing apparatus, an information processing method, and an information processing system that control an amount of power to be charged in to a storage battery in a mobile body. An information processing apparatus according to the present disclosure includes a control unit that controls an amount of power charged into a storage battery on the basis of environment information of a path along which a mobile body that moves by using power accumulated in the storage battery moves, the environment information being acquired after start of charge into the storage battery or after charge start instruction.

Abstract: Embodiments of a method and/or system for charging one or more electric vehicles can include: receiving a request (e.g., a request including one or more parameters; etc.); determining a check in at an Electric Vehicle Service Equipment (EVSE) for the charging session; and/or causing the EVSE to charge the electric vehicle based on a power distribution type for the charging session.

Abstract: A power system includes a first power device, a second power device, a third power device, and a power control device. The power control device is configured to control power control of each of the first power device, the second power device, and the third power device. The power control device is configured to perform gradual change switching control when the power control device switches a target of the power control from the first power device to the second power device. The power control device is configured to perform instant switching control when the power control device switches the target of the power control from at least one of the first power device and the second power device to the third power device.

Abstract: An example operation includes one or more of determining, via a transport, a state of charge of a storage unit of the transport, determining, via the transport, an environment at a location, determining, via the transport, a status of a charging station at the location including at least one of a location energy cost and a location power level and providing, via the transport, a needed amount of energy to the charging station at the location based on the status of the charging station.

Abstract: A detection circuit for control pilot abnormality of a DC charging pile, which is electrically connected to a control pilot signal generating circuit and a control circuit, providing instant protection for the DC charging pile while control pilot (CP) abnormality been detected. The detection circuit includes a control pilot (CP) signal potential discrimination module, a charging-discharging module electrically connected to the CP signal potential discrimination module, and a controller protection triggering module electrically connected to the charging-discharging module, wherein the CP signal potential discrimination module justifies the voltage level of the input CP signals been input, activates the charging-discharging module to charge the CP signals to a steady-state voltage higher than a predetermined voltage level within a certain time period, and activates the controller protection trigger module to provide instant protection for the DC charging pile.

Abstract: Provided is a method of operating a charging station for an electric vehicle, a charging station for an electric vehicle, and an electric vehicle.

Abstract: An electrified vehicle is capable of a V2V power trading through a transaction and a method of a V2V power trading management control for the same. The method of the electrified V2V power trading according to an embodiment of the present disclosure may include: transmitting a power trading offer to a server based on a tradable power of a first vehicle; posting a power for sale on the server according to the power trading offer; and confirming a V2V charging contract to a second vehicle regarding the posted power for sale.

Abstract: The present invention relates to a high-power charging system for electric vehicles with energy storage unit.

Abstract: A charging and patrol replacement system for air-land unmanned aerial vehicles and a method thereof. In the system, an unmanned aerial vehicle in flight continuously detects a remaining battery power thereof, and when the remaining battery power is lower than a threshold, the unmanned aerial vehicle generates and transmits a return-to-home signal to an unmanned ground vehicle, the unmanned ground vehicle continuously transmits a coordinate of a power supply vehicle to the unmanned aerial vehicle in flight, to guide the unmanned aerial vehicle in flight to return to the power supply vehicle for charging, and the unmanned ground vehicle then activates another unmanned aerial vehicle to synchronize patrol data with the unmanned aerial vehicle which is returned to charge, so as to replace the returned unmanned aerial vehicle to perform patrol, thereby achieving the technical effect of improving the sustainability and synergy of the air-land unmanned vehicles.

Abstract: A method of operating a charging infrastructure for electric vehicles is provided. The method includes creating, by a central backend server of the charging infrastructure, a global charging schedule for the electric vehicles and charging stations of the charging infrastructure; determining, by the central backend server of the charging infrastructure, a particular one of the charging stations using the global charging schedule; sending, by the central backend server of the charging infrastructure, data indicating the particular one of the charging stations to one of the electric vehicles; and charging, by the particular one of the charging stations of the charging infrastructure, a traction battery of the one of the electric vehicles that is connected to the particular one of the charging stations.

Abstract: The disclosure relates to the technical field of battery swapping, and in particular to a battery swap control method and system, a medium, an apparatus, and a battery charging and swap station. An objective of the disclosure is to solve a problem that battery swap time is forced to be prolonged due to a fault in a locking process.

Abstract: The present invention relates to a method for improving the availability of an energy storage system in a vehicle. The energy storage system comprises a plurality of battery packs, and the method comprises: acquiring battery pack performance data comprising at least one of the state-of-power, SoP, and the state-of-energy, SoE, for each one of the battery packs, wherein the acquired SoP and/or SoE for each battery pack comprises an estimated value and associated uncertainty; processing the battery pack performance data with an estimation model adapted to relate the sum of the uncertainties to a maximum expected uncertainty of an overall SoP and/or SoE of the energy storage system; and setting the maximum allowed energy storage system charging/discharging load and/or energy storage system operational windows in response to the overall SoP and/or SoE of the energy storage system and corresponding maximum expected uncertainty.

Abstract: A vehicle includes a battery, a converter electrically connected to the battery and configured to provide electrical power of the battery to an external load, a navigation device configured to obtain current location information and charging place information, and a controller operatively connected to the battery and the converter, and configured to control the battery and the converter, wherein the controller is further configured to determine a required energy of the vehicle to travel from a current location of the vehicle to a nearest charging place after end of driving and parking of the vehicle, determine a safety state of charge (SOC) value of the battery for ensuring driving of the vehicle to the nearest charging place based on the required energy and a total capacity of the battery, and control the converter to cut off supplying of the power to the external load in response to an SOC of the battery reaches the safety SOC.

Abstract: An electric working machine includes battery packs, a working device to be driven by electric power discharged from the battery packs, one or more battery monitors to monitor states of the battery packs, and a controller to control charging and discharging of the battery packs, wherein, in a discharging mode for driving the working device, the controller selects one of the battery packs as a discharging battery pack for supplying electric power to the working device, based on a result of monitoring the battery packs by the one or more battery monitors, and in a charging mode, the controller selects one of the battery packs as a charging battery pack to be charged, based on a result of monitoring the battery packs by the one or more battery monitors.

Abstract: A temperature judgment section judges whether or not the temperature of a battery pack is equal to or higher than a predetermined lowest threshold temperature. A battery connection/disconnection control section configured to control the battery connection/disconnection section such that a first predetermined number of battery packs are connected to the load when temperatures of all of the plurality of battery packs are equal to or higher than the lowest threshold temperature at a start of power supply from the battery module to the load, and control the battery connection/disconnection section such that a second predetermined number of battery packs are connected to the load when temperatures of all of the plurality of battery packs are lower than the lowest threshold temperature at the start of power supply from the battery module to the load, the second predetermined number being less than the first predetermined number.

Abstract: To adsorb an adsorbate rapidly on a heat storage material with good energy efficiency. A chemical heat storage device includes an adsorbate, a heat storage material, and a sprayer. The adsorbate is in a liquid state at normal temperature. The heat storage material releases heat of adsorption in response to adsorption of the adsorbate on the heat storage material and stores the heat of adsorption in response to desorption of the adsorbate from the heat storage material. The sprayer sprays the adsorbate on the heat storage material in a heat release period of causing the heat storage material to release the heat of adsorption. With the above-described configuration, it is possible to increase a speed of diffusion of the adsorbate in the heat storage material through spraying of the adsorbate on the heat storage material.

Abstract: There is provided an electric vehicle, wherein the electric vehicle comprises a powertrain, the powertrain comprising: a plurality of energy sources, wherein the plurality of energy sources comprises a fuel cell sub-system; an energy storage means; and a control system for a vehicle, the control system being configured to actively monitor, control and optimise power supply between the plurality of energy sources and power demand and distribution between propulsion power and ancillary power within the vehicle. More specifically a controller and related control system for the energy balancing of the vehicle taking into consideration such factors as fuel usage, power management between the various power generating and storage sub-systems, regenerative braking, terrain topology, weather and other environmental conditions, operation of vehicle peripherals and parasitic power demands in addition to cargo management and environmental needs and driver comfort and safety, as well as vehicle fleet management.

Abstract: A seat longitudinal adjustment mechanism may have two pairs of seat rails which are each formed from a lower seat rail and an upper seat rail, which is movable in a longitudinal direction relative to the lower seat rail. An electric motor may be provided for driving the seat longitudinal adjustment mechanism. The electric motor may be arranged between the two pairs of seat rails. The electric motor may have a single output which may be coupled to one of the two movable upper seat rails. Further, a seat arrangement having a plurality of seats where a seat may have a seat longitudinal adjustment mechanism is provided.

Abstract: Provided is an ECU device for estimating a length of the lower limbs of a seated person seated on a vehicle seat, the ECU device comprising: a thigh angle information acquisition means for acquiring information pertaining to a thigh angle (?) of the seated person; a back-of-knee angle information acquisition means for acquiring information pertaining to a back-of-knee angle (?) of the seated person; and an estimation means for estimating a length (z) of the lower limbs of the seated person on the basis of the information pertaining to the thigh angle (?) acquired by the thigh angle information acquisition means and the information pertaining to the back-of-knee angle (?) acquired by the back-of-knee angle information acquisition means. Through this configuration, the length of the lower limbs of a seated person seated on a vehicle seat can be accurately estimated.

Abstract: A frame structure of the vehicle seat includes: a seat frame that constitutes a seat surface part of the vehicle seat; a pinion that is rotatably attached to the seat frame, and protrudes from an outer side to an inner side in a vehicle width direction; a drive input gear that is disposed on the inner side in the vehicle width direction with respect to the seat frame, is rotatable about a rotary shaft at a position different from the pinion, and enmeshes with the pinion; a reinforcement member that is disposed between the seat frame and the drive input gear in the vehicle width direction, and is fixed to the seat frame; and a support member that is disposed on the inner side in the vehicle width direction with respect to the seat frame with the drive input gear and the reinforcement member interposed therebetween, supports part of the pinion, and is fixed to the seat frame, and part of the support member comes into contact with the seat frame through an insertion part provided to the reinforcement member.

Abstract: A gear device includes a first gear, a second gear, and a third gear, a stopper plate, and a housing. The second gear is offset eccentrically when the first gear is rotated. The third gear is rotated at a slower speed than the first gear when the second gear is offset eccentrically. The stopper plate is engaged with the second gear thereby restricting rotational movement of the second gear while permitting linear movement of the second gear. The housing accommodates the stopper plate in a state restricting rotational movement of the stopper plate while permitting linear movement of the stopper plate. The stopper plate includes an arm extending in a linear movement direction of the stopper plate. The housing includes an accommodation pit accommodating the arm. The arm includes a branching portion. The accommodation pit includes a projected wall arranged in the branching portion.

Abstract: There is provided a fixing member for a conveyance seat, which allows an object to be more suitably attached than in the related art. A fixing member for a conveyance seat is a member attached to a back surface of a seat cushion and used for attaching an object to the conveyance seat. The fixing member includes a first attachment portion and a second attachment portion provided spaced apart from each other along the back surface of the seat cushion, and attached to the back surface of the seat cushion, and a connecting portion connecting the first attachment portion and the second attachment portion. A plurality of through holes for fixing the object are formed in the connecting portion.

Abstract: An assembly includes a seat bottom. The assembly includes a seatback supported by and movable relative to the seat bottom between an upright position and a reclined position. The assembly includes an actuator supported by the seat bottom and operatively coupled to the seatback to move the seatback from the reclined position to the upright position. The assembly includes a computer having a processor and a memory storing instructions executable by the processor to command to actuator to move the seatback to the upright position in response to detecting a pending vehicle impact.

Abstract: A thermal system for a vehicle seat. The thermal system includes a seat insert; a connector having a first portion at least partially located within the seat insert; and an air mover connected to the seat insert via the connector. The air mover is adapted to generate an air flow within the insert. The first portion of the connector includes one or more air directors within the insert that are configured to change a direction of the air flow within the insert.

Abstract: A seat assembly has a seating cushion defining a first surface to support an occupant and a second surface opposite to the first surface, with the first surface further defining a trench. A fastener has a longitudinal body with a central region positioned between a first end region and a second end region, and a base extending outwardly from the second end region and transversely to the body. The first end region tapers in a direction away from the second end region, and the central region of the body defines a recess intersecting a side wall of the body and angled inwardly and towards the first end region to form a hook. The fastener extends through the seating cushion with the base abutting the second surface, and the first end region of the body extending into the trench.