Abstract: Methods and systems for controlling shifting of a tandem axle assembly are described. In one example, a method comprises adjusting torque applied at an input connection of a first axle of a tandem axle assembly based on a clutch disengagement torque while transitioning the first axle between shift settings.

Abstract: An alert arrangement is disclosed which includes a display member, a light member, a motor or solenoid and a gear system. The display member further includes a display surface thereon. The motor or solenoid is connected to the gear system and the motor or solenoid activates the gear system to move the display member between a first storage position and a second position. While in the first storage position, the display surface is not visible to a driver. When the display surface is in the second position, the display surface is visible to the driver and the light member is directed toward the display surface. A steering wheel arrangement is also disclosed that employs the alert arrangement.

Abstract: A system and a method for agile, intuitive control of vehicle functions of a vehicle, include a wearable device which is configured to acquire sensor data. The sensor data comprise movement data and optical data relating to a user of the wearable device. The system has a computing unit which is configured to process the acquired sensor data; to determine a functional relationship between the processed sensor data and the vehicle; and to determine an assignment to a predefinable vehicle function taking the determined functional relationship into account. The vehicle has a control unit which is configured to control or adjust the predefinable vehicle function according to the determined assignment.

Abstract: A display device includes a light emitting element disposed in a region adjacent to a transflective object in a vehicle and a light controlling means disposed on a route that a first light and a second light emitted from the light emitting element propagate. The first light is controlled to propagate out of the display device at a first angle ranged from 30 to 45 degrees and toward the transflective object and the second light is controlled to propagate out of the display device at a second angle ranged from 0 to 5 degrees. The first angle and the second angle are between a normal direction of the display device and the first light and the second light controlled through the light controlling means respectively. A first ratio of a light intensity of the first light to that of the second light is less than or equal to 14%.

Abstract: A vehicle notification system includes: a driving control ECU that controls an autonomous driving operation of a vehicle; and a display control ECU that controls a meter display of an instrument panel and a display of a drawing display unit. The display control ECU includes a lighting display unit that notifies a driver of the vehicle in a lighting state. The lighting display unit is driven by the driving control ECU. The display control ECU notifies the driver by executing the display of the drawing display unit when the driving control ECU detects that the lighting display unit turns on.

Abstract: A system for a vehicle may include a first battery pack diagnosis apparatus connected to a first battery pack, a second battery pack diagnosis apparatus connected to a second battery pack, a third battery pack diagnosis apparatus connected to a third battery pack, and a fourth battery pack diagnosis apparatus connected to a fourth battery pack. The first battery pack diagnosis apparatus may be configured to determine, based on a measured value of an integrated insulation resistance of an inverter terminal associated with the vehicle, whether a battery, of the first battery pack, the second battery pack, the third battery pack, or the fourth battery pack, is in a failure state, and based on a determination that the battery is in the failure state and based on individually measured insulation resistance of the first-fourth battery packs, determine a failure position of the battery.

Abstract: Provided is a method for safely operating and controlling an electric motor in an electric mobility. The method comprises the steps of: obtaining first battery power information provided by a BMS while a vehicle is traveling; measuring second battery power information according to a motor torque depending on the driver's pedal opening degree in each driving situation; comparing the first and the second battery power information with each other; determining whether the motor is abnormal on the basis of the compared result; and performing control to limit motor output step by step when the motor is determined to be abnormal.

Abstract: A vehicle electrical system for a motor vehicle includes a high-voltage battery for providing a positive potential and a negative potential and a high voltage load. An insulation monitor monitors insulation resistances to a vehicle ground galvanically isolated from the vehicle electrical system. Between the positive potential and the vehicle ground and between the negative potential and the vehicle ground, a Y capacitor is provided in each case. A voltage center tap between the positive potential and the negative potential, which voltage center tap is present in the vehicle electrical system or in a component of the vehicle electrical system, is connected to the vehicle ground by an ohmic coupling resistor.

Abstract: A drive device for a railway vehicle operates by receiving power supply from an alternating-current overhead contact line or a three-phase generator. The drive device for a railway vehicle is configured such that a voltage output from a main transformer is applied to alternating-current input ends in a converter circuit via a first switch. A first phase voltage among voltages output from the three-phase generator is applied to an alternating-current input end in a first leg of a brake chopper circuit via a second switch. Second and third phase voltages among the voltages output from the three-phase generator are applied to the alternating-current input ends, respectively, via the second switch.

Abstract: A vehicle drive device includes a rotating electrical machine, transmission mechanism, and inverter device. The rotating electrical machine and a pair of output members have a two-axis configuration. The transmission mechanism includes, coaxially with the output members, an output gear drivingly connected to the output members. A first output member is between the rotating electrical machine and inverter device horizontally in an up-down direction where both the rotating electrical machine and inverter device are disposed. The output gear overlaps each rotating electrical machine and inverter device as viewed in an axial direction. The inverter device is on the opposite side of the first output member from the rotating electrical machine and above the first output member. A case includes a peripheral wall portion that separates the first output member and the inverter device from each other. The peripheral wall portion overlaps the output gear as viewed in the axial direction.

Abstract: An electric vehicle control system includes a traction control portion, a wheel torque control portion, a front motor control portion, and a rear motor control portion. The traction control portion controls the traction of each of a plurality of wheels. The wheel torque control portion controls the torque of each of the plurality of wheels by setting a request torque for each of a plurality of rotary electric machines that transmit and receive the torque to and from the plurality of wheels. The front motor control portion and the rear motor control portion control operations of a front motor and a rear motor. The wheel torque control portion relatively prioritizes an operation of the wheel torque control portion over an operation of the traction control portion in accordance with an idling state of at least one of the plurality of wheels.

Abstract: A computer system includes processing circuitry for controlling a torque provided by a motor of a powertrain system of a vehicle. The powertrain system is configured to provide a physical total gear ratio, wherein the processing circuitry is configured to determine a virtual total gear ratio for the powertrain system based on one or more operational parameters of the vehicle, and cause control of the torque provided by the motor based on the virtual total gear ratio.

Abstract: A method for controlling a motor drive with passive damping includes: shorting a set of windings of a motor to define a shorted set of windings; determining a short circuit current in the shorted set of windings; determining, based on the short circuit current in the shorted set of windings, a braking torque for the shorted set of windings; and commanding, based on an initial torque command and based on the braking torque, an inverter to apply an output voltage to an active set of windings of the motor and thereby causing an output current to be generated in the active set of windings

Abstract: A method for controlling a range extender of a vehicle includes determining a plurality of candidate generation strategies for a range extender of a vehicle during a future route; determining energy efficiency contribution information of each candidate generation strategy, in which, the energy efficiency contribution information is configured for representing a relationship between a cost and generated energy; and determining a target generation strategy according to the energy efficiency contribution information of each candidate generation strategy, and controlling operation of the range extender according to the target generation strategy.

Abstract: A through-the-road (TTR) hybridization strategy is proposed to facilitate introducing 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.

Abstract: A vehicle includes a prime mover, such as an internal combustion engine, driving a transmission shaft, a kinetic energy recuperation system, including an electric machine fitted on the transmission shaft and a supercapacitor for recovering the braking energy delivered by the electric machine, at least one solar panel, that is connected to the electric machine and to the supercapacitor, and a controller that is configured to direct the energy captured by the solar panel(s) either to the electric machine or to the supercapacitor as a function of the torque demand on transmission shaft.

Abstract: A modular battery pack for a vehicle includes a scalable enclosure structure that includes a front enclosure rail, a rear enclosure rail, and a pair of rocker attachment rails extending between the front and rear enclosure rails along opposing sides of the enclosure structure. Each of the rocker attachment rails includes a length that is scalable to adjust a length of the battery pack. A bottom cover panel is coupled to respective first sides of the front enclosure rail, the rear enclosure rail, and each of the rocker attachment rails. A top cover panel is coupled to respective second sides of the front enclosure rail, the rear enclosure rail, and each of the rocker attachment rails. A battery module is supported on the scalable enclosure structure between the bottom cover panel and the top cover panel.

Abstract: Wireless power transfer (WPT) systems having first and second primary windings and a secondary load winding are described. The WPT systems are configured such that the mutual inductance between the first and second primary windings is zero or substantially zero and the mutual inductance between each of the first and second primary windings and the load winding is not zero. The systems described are particularly effective in wireless power transfer applications where electromagnetic field exposure as well as the system efficiency may be an issue.

Abstract: A ground contact unit for a vehicle battery charging system, having a ground-side base and an upper outer wall, wherein a receiving space in which at least one printed circuit board is positioned is formed between the base and the outer wall, and having a plurality of contacts provided on the outside of the outer wall for contacting vehicle-side mating contacts, the contacts being electrically conductively connected to the printed circuit board by means of electrical lines, wherein the lines are formed, at least in sections, by flexible, freely extending contact bridges which are configured to undergo a spring deflection toward the base.

Abstract: The present disclosure provides an electric vehicle charging socket and a vehicle, including: a device fixed to a vehicle body; at least one charging inner core including an inner core frame and an electric connection device, the inner core frame being detachably connected with the device fixed to the vehicle body. For the electric vehicle charging socket provided by the present disclosure, when the electric connection device needs to be repaired or replaced, there is no need to remove the device fixed to the vehicle body from the vehicle body of the electric vehicle, which facilitates repair and replacement of the electric connection device.

Abstract: The present invention provides a charging socket and a vehicle. The charging socket includes: a device fixed to a vehicle body, a current connector, and a detachable mechanism, wherein the current connector is connected to an electric connection device and a cable, and the current connector is detachably fixed by the detachable mechanism to the device fixed to the vehicle body. According to the present invention, the technical problem of inconvenient disassembly and assembly of a DC connector and an AC connector in a charging socket is alleviated.

Abstract: A charging socket arrangement for a vehicle, having a charging socket arranged in a charging socket recess and a charging socket flap, which covers the charging socket in a first position and exposes it in a second position, and a warning flap arranged in the area of the charging socket, which in a first position is invisible and can be covered by the charging socket flap and in a second position protrudes from an outer skin of the vehicle visibly in front of and/or behind the charging socket flap as a warning sign and warns other road users of a protruding charging cable, and a vehicle having such a charging socket arrangement.

Abstract: The vehicle charging port of the present disclosure includes an opening formed in a body, a charging inlet having a recess into which a charging connector is inserted, and a lid for opening and closing the recess and the opening. The vehicle switching port comprises a water-stopping member inserted into the recess along the inner surface of the recess when the opening is closed, wherein the water-stopping member is movable in a direction orthogonal to the direction of insertion into the recess.

Abstract: A charging mechanism for a robot includes a male module and a female module. The male module and the female module engage with each other to initiate a charging of the robot. The male module includes a charging arm comprising: a rear pivot block and a front arm assembly pivotally supported on the rear pivot block. The front arm assembly includes two electric contact plates supported at a distal end of the charging arm in a substantial arrow-shaped configuration.

Abstract: A container vehicle includes a rechargeable power source; two separated charge-receiving elements connected to the power source and each comprising a first contact surface; and a first set of wheels and a second set of wheels for moving the container vehicle along a rail grid. The container vehicle is operable to change between: a first configuration, a second configuration, and a third configuration. In the first configuration, the first set of wheels may move the container vehicle in a first direction. The first and the second sets of wheels are in contact with the rail grid such that movement of the container vehicle is prevented. In the third configuration, the second set of wheels may move the container vehicle in a second direction.

Abstract: The present disclosure provides a charging socket and a vehicle, including: a charging socket body, a charging terminal, a detachable device and a flat cable, in which the detachable device is electrically connected to a conductor of the cable, and is fixedly mounted on the charging socket body; the charging terminal is provided with a connection structure, and is detachably connected to the detachable device by means of the connection structure.

Abstract: The present disclosure provides a self-adjusting and centering terminal mounting structure, including a conductive terminal and a terminal clamping seat. The conductive terminal includes a fixed section. The fixed section is externally provided with a clamping groove. The terminal clamping seat is internally provided with a mounting hole. The clamping groove of the conductive terminal is disposed in the mounting hole, and a mounting clearance is formed between the clamping groove and the mounting hole. The self-adjusting centering terminal mounting structure can realize automatic centering adjustment between terminals of a plugged structure, thereby not only adapting to plugging and unplugging of different charging stands or charging gun heads, but also avoiding the spread of ‘failure infection’.

Abstract: The present disclosure is a method and apparatus to communicate and convert the electrical power from an EVSE station to a voltage level that an extra low voltage battery on an EV or other similar type of equipment may use to effectively, efficiently, quickly, and safely charge its batteries. The apparatus may be located within or exterior to the electrical equipment which includes extra low voltage batteries. The apparatus may include a power converter and a communication translator. The power converter may be configured to convert electrical power from the EVSE station to a suitable voltage level and current level provided to the extra low voltage batteries. The communication translator may be configured for communicating with the EVSE station and the extra low voltage batteries in order to determine the suitable voltage level and current level to be provided to the extra low voltage batteries.

Abstract: An electrical drive system for a vehicle includes an electrical three-phase machine for driving the vehicle, an electrical energy storage device for electrically supplying the electrical three-phase machine during a driving operation of the vehicle, an inverter of the electrical three-phase machine, which inverter is electrically coupled to the electrical energy storage device. The system also includes a charging connection on the vehicle side for electrically coupling the electrical energy storage device to a vehicle-external charging unit. As a function of the inverter, a charge voltage of the charging connection on the vehicle side can be transformed into a supply voltage for charging the electrical energy storage device.

Abstract: An electric vehicle (EV) charging and cooling system is described that supplies electric power to charge an EV while simultaneously providing coolant to cool the charging components of the EV during the charging process. For example, the system includes a charging device that provides electrical power for charging a battery of the EV. The system also includes a coolant device that transfers coolant to the EV during charging for cooling the battery of the EV. The system also withdraws the coolant from the EV that has been used, and heated to a temperature that may not be suitable for cooling as a result of absorbing heat from the charging components. The system can cool the used coolant back to the cooled temperature to recirculate to the EV throughout a direct current (DC) fast charging process, which provides thermal stability and mitigates damage to the EV from overheating.

Abstract: The present disclosure is related to a charging device and a charging system thereof. The charging system includes a plurality of sensing units, a charging connector and a charging device. The charging device is communicatively connected to the plurality of sensing units. The charging device is connected to the charging connector through a dielectric liquid pipeline. The charging device is used to receive at least one sensing signal from the sensing units, and based on the at least one sensing signal, the charging device executes a temperature pre-adjustment procedure on the charging device and the charging connector through the dielectric liquid pipeline before a charging procedure being executed. Therefore, the temperatures of the charging device and the charging connector are adjusted by the temperature pre-adjustment procedure.

Abstract: A photovoltaic energy generation system which through the use of controlled switches a DC energy output from the system is used to deliver DC energy to a load, in particular to charge an electric vehicle, without using switch mode DC to DC, or DC to AC, converters.

Abstract: A vehicular electricity generating canopy appliance includes a rectangular framework forming a vehicular chassis with solar panels, support apparatus for repositioning panels, auxiliary wheels, a trailer dolly for towing, and an electrical system connected to an inverter supporting optional Vehicle to Grid (V2G) operations. The vehicular canopy is designed to be movable and storable to protect the panels during adverse weather conditions.

Abstract: The present disclosure relates to the technical field of vehicles, and provides a discharging vehicle and a vehicle charging system. The discharging vehicle includes a discharging control device, a first power battery, a motor, and a motor control circuit. A first electrode and a second electrode of the first power battery are respectively connected to a first input terminal and a second input terminal of the motor control circuit. The discharging control device realizes, by using the motor control circuit, DC step-down charging of the second power battery by the first power battery.

Abstract: An electrified powertrain system including a battery pack, electric motor, and a local controller. In response to a connection of the battery pack to an offboard charging station having a station controller, the local controller receives a reported charging limit from and transmits an initial charge request signal to the station controller. The initial charge request signal is a request for charging power or current at the reported charging limit. The vehicle controller also detects a threshold oscillation of the charging limit during an active charging event during which the battery pack recharges. In response to the threshold oscillation during the active charging event, the vehicle controller temporarily reduces the initial charge request to a derated level.

Abstract: Charging control systems and methods are provided for controlling noise emission levels when charging an electrified vehicle. The nose emission levels may be controlled based on one or more user-defined rules associated with a custom quiet zone. The charging control systems may include one or more user interfaces designed to allow users to establish the user-defined rules which bound the custom quiet zone.

Abstract: Systems and methods for providing control in relation to multiple EVs, for example an EV fleet, are provided. A system generates charging control information for EVs based on a receding horizon optimization. The optimization may be based on EV charging goal information related to the EVs including information relating to target charging completion time, and target EV battery state of charge (SoC) information at target charging completion times. The optimization may also be based on prediction information relating to EVs predicted to become available for charging during the optimization horizon. The charging control information may comprise indications of individual EVs to charge during a given time interval during the horizon. The system utilizes various available information as well as predicted data to provide more optimal control to EVs, thereby taking advantage of previously missed opportunities for enhanced optimization.

Abstract: A charging device includes a charger, a determiner, and a control processor. The charger is configured to charge a storage battery of a vehicle in a normal charging mode or a quick charging mode. The determiner is configured to determine whether a state of charge of the storage battery when the storage battery is charged in the normal charging mode is to reach a predetermined state of charge within an available time period for the storage battery. The control processor is configured to set a charging mode of the charger to the normal charging mode or the quick charging mode, and set the charging mode of the charger to the normal charging mode when the determiner determines that the state of charge of the storage battery is to reach the predetermined state of charge.

Abstract: A system and method for adaptation of electric vehicle charging communication parameters that includes commencing, by an electric vehicle (EV), a communication session between the EV and an electric vehicle supply equipment (EVSE) charging station. The communication session includes extracting a vehicle charging communication session parameter from the EVSE charging station and validating, by the EV, that the vehicle charging communication session parameter with a default charging parameter. A direct current or an alternating current charging of the EV, based on a digital communication parameter received by the EVSE charging station, is initiated. In the event of a failure of the communication session, the vehicle charging communication session parameter is relaxed and a restarted EV charging session is initiated, where if the restarted EV charging session is successful, a deviation parameter is generated.

Abstract: A control apparatus includes a control unit that: displays a link that connects to a user registration site on a first server owned by a charging service operator running a charging stand on a display screen of a vehicle when stopping of the vehicle is detected in a predetermined zone including the charging stand; displays a registration screen in the user registration site on the display screen when the link is selected by the user driving the vehicle; imports vehicle identification information saved in the vehicle or user identification information saved in a second server owned by an operator providing a service other than charging to the user driving the vehicle onto the registration screen; and completes user registration when an examination result indicating that user registration has been accepted and a registration button are displayed on the registration screen and the registration button is selected by the user.

Abstract: A method performed by an information processing apparatus, the information processing apparatus being used for providing a vehicle charging service that dispatches a power supply vehicle to be used for charging a vehicle to a location designated by a user, includes acquiring information on the user, who is scheduled to stay at a predetermined facility, acquiring a first residual SOC of the vehicle of the user before departure for the predetermined facility, predicting a second residual SOC at a point in time when the vehicle arrives at the predetermined facility, and notifying the user of a proposal to make a reservation for use of the vehicle charging service with using the predetermined facility as a charging point in a case in which the second residual SOC is less than a predetermined standard.

Abstract: An energy supply module for a vehicle includes at least one energy output terminal, at least one energy storage unit, and at least one output energy supply line to connect the at least one energy storage unit to the at least one energy output terminal. At least one energy storage switching unit is arranged in or connected to the output energy supply line between the at least one energy storage unit and the at least one energy output terminal and is configured to at least disconnect the at least one energy storage unit from the at least one energy output terminal.

Abstract: A control device for an electrified vehicle includes a travel ECU that controls the travel of the electrified vehicle, and an auxiliary ECU that controls the voltage of an auxiliary battery separately from the travel ECU. The auxiliary ECU receives battery information indicating the state of the auxiliary battery from the travel ECU, generates a voltage request signal that requests voltage from the DC-DC converter based on the battery information, and sends the voltage request signal to the travel ECU. When the travel ECU receives the voltage request signal from the auxiliary ECU, it outputs a control signal corresponding to the voltage request signal to the DC-DC converter.

Abstract: A method for dynamic charge status monitoring for an electrically operated work vehicle includes recording via a control unit a covered route between a start position of the work vehicle at the site of the charging station and a current operating position of the work vehicle, ascertaining via the control unit an average energy consumption of the work vehicle along the covered route, estimating via the control unit a total energy requirement of the work vehicle that needs to be reserved for returning from the current operating position to the start position along one of the covered route and a return route derived therefrom based on the covered route and the average energy consumption, and outputting via the control unit the estimated total energy requirement of the work vehicle that needs to be reserved as energy reserve information via a user interface.

Abstract: The present disclosure provides a method for determining the range of an electric vehicle or a hybrid electric vehicle. The method determines the range by estimating a SOC of the vehicle battery and/or a fuel gain by segregating estimation events and weight averaging data samples based on distance traveled during a sample period. The present disclosure also provides a method for determining battery failure for vehicles.

Abstract: A computer system includes a processor device configured to determine vehicle weight of an electric vehicle and altitude data of a predetermined route, determine predictive energy or power utilization of a battery pack of the electric vehicle for the predetermined route including battery pack charging in response to power generation of the battery pack along the predetermined route using a regenerative braking system of the electric vehicle together with the vehicle weight and altitude data, identify a vehicle condition along the predetermined route as belonging to a group of predefined vehicle conditions defined as regenerative limiting, in response of identifying a vehicle condition as regenerative limiting, operate the battery pack within an operating window defined by extended predetermined SOC limits, the extended predetermined SOC limits having at least one of the upper limit and lower limit exceeding the corresponding limit of the default predetermined SOC limits.

Abstract: Power management system for battery-operated vehicle including electric motor, and kinetic energy devices for capturing kinetic friction energy produced by moving parts in the vehicle. A central direct current (DC) supercharge component (CDCSC) converts kinetic friction energy into an electric current. The CDCSC connects to a current toggle that directs electric current to battery packs i.e., a first battery pack and second battery pack for powering the electric motor. The current toggle directs electric current to battery packs to recharge/store power. The power management system governs power output from the battery packs, manages depletion/efficiency of the battery packs. The power management system includes a parallel port that directs outgoing power feeds from the battery packs to the electric motor. The electric motor connects to a drive shaft of the vehicle. The power management system includes an additional battery pack that stores excess kinetic friction energy captured for external transfer.

Abstract: A multi-battery control system, for an electric vehicle, includes a main battery module, comprising a main controller and a main battery, wherein the main controller controls the main battery to provide current to a motor module of the electric vehicle, and the main controller obtains a first state of charge (SoC) value and a first battery temperature of the main battery; and an auxiliary battery module, comprising an auxiliary controller and an auxiliary battery, wherein the main controller utilizes a communication interface to communicate with the auxiliary controller to control the auxiliary battery module, the auxiliary battery module selectively provides current to the motor module or charges the main battery, and the main controller obtains a second SoC value and a second battery temperature of the auxiliary battery through the communication interface.

Abstract: The invention relates to a method for regulating equalization and energy support currents of battery cells, based on a master-slave control structure, integrated into the battery management system. The power circuit includes a bidirectional dc-dc power converter, a matrix-switch power converter, and an auxiliary energy storage unit capable of exchanging energy with each cell of the battery segment. The master control manages the feedback signals from the battery management system, such as cell voltage and power required/provided by/from the battery pack of the electric vehicle system, and decides which of the following slave operations should be activated: (i) equalization control algorithm with adjustable current using genetic algorithms, (ii) cell energy support control algorithm with adjustable current, or (iii) algorithm for estimation of the resistance and state-of-health of each cell based on the Electrochemical Impedance Spectroscopy (EIS) technique.

Abstract: The invention relates to a device (100) and to a method (400) for heating a traction battery (50) in a vehicle (300). The device (100) comprises an electric consumer (10), which consumes a load current during operation and generates waste heat, the electric consumer (10) being operated to heat the traction battery (50). The device (100) comprises a drive connection (80) for connecting an electric drive (90). The electric consumer (10) comprises a braking resistor for consuming regenerative electric power from the electric drive (90).