Abstract: A system for providing a movement assistance to an electric cycle is provided. The system includes circuitry communicatively coupled to an electronically-actuated driving mechanism and a sensor system of the electric cycle. The circuitry receives sensor information associated with the electric cycle through the sensor system and determines an inclination of the electric cycle with respect to an inclination-reference based on the received sensor information. The circuitry further determines occupancy information associated with a seat of the electric cycle based on the received sensor information. Based on the determined inclination and the determined occupancy information, the circuitry controls the electronically-actuated driving mechanism to drive at least one wheel of the electric cycle.

Abstract: A vehicle power supply system, a controlled unit is connected to a controllee power supply system that is one of a first power supply system and a second power supply system of the vehicle power supply system. A parameter acquiring unit is connected to a controller power supply system that is another one of the first power supply system and the second power supply system and configured to acquire a parameter indicating a sign of voltage change of the controllee power supply system. An operation setting unit is configured to predict the voltage change of the controllee power supply system in response to the sign indicated by the parameter and set a power supply state of the controlled unit indicating at least one of a number of drive pulses per unit time, a duty ratio, and a drive current so as to obtain a constant output from the controlled unit.

Abstract: To provide an enhanced method to determine from a driving characteristics of the vehicle a long term mechanical stress of a vehicle, it is proposed that during operation of the vehicle an acceleration of the vehicle is detected by an acceleration sensor in the vehicle and evaluated by a vehicle analyzing system in the vehicle, wherein a driving parameter occurring during an acceleration event in which the vehicle acceleration is above a predetermined threshold is used to determine a driving characteristics value of the vehicle.

Abstract: A hybrid vehicle may include an engine controller that determines an activation state of an oxygen sensor when the engine controller is requested to operate an engine and controls a voltage applied to the oxygen sensor depending on whether or not the oxygen sensor is in an activated state, and a vehicle controller that controls a voltage of a battery of the hybrid vehicle and applies the voltage of the battery to the engine controller. The engine controller outputs an activation demand signal for the oxygen sensor to be activated to the vehicle controller when it is determined that the oxygen sensor is not in the activated state.

Abstract: A charge-discharge control system includes an electronic control unit. The electronic control unit is configured to: calculate an excess or shortage of a state of charge of the battery to a target state of charge as a state-of-charge difference; increase an output voltage of an electric power supply device when the shortage of the state of charge is larger than a first prescribed value; decrease the output voltage of the electric power supply device when the excess of the state of charge is larger than a second prescribed value; calculate an amount of change in the output voltage of the electric power supply device per unit time such that the amount of change in the output voltage of the electric power supply device per unit time is smaller when the calculated full charge capacity is low than when the calculated full charge capacity is high.

Abstract: A method of controlling engine restart may include selecting, by a start controller, a first start situation and a second start situation for restarting an engine; determining a current possible start-up through the first and second start situations; prioritizing possible start-ups; and attempting to restart the engine by setting the first and second start situations as first start control and second start control, respectively, based on the priorities of the start-ups.

Abstract: Methods and apparatus to charge electric vehicles are disclosed. An example method includes determining, via a processor, a remaining trip distance for an electric vehicle. The example method further includes determining, via the processor, a remaining expected range of the electric vehicle. The example method also includes transmitting a request for a mobile charging unit to meet the electric vehicle at a location when a ratio of the remaining trip distance to a remaining expected range exceeds a first threshold.

Abstract: Systems and methods for vehicle-target localization, identification and indication. The system includes a vehicle module operating onboard a vehicle and configured to receive a request for a tether and send the tether responsive thereto, and a target module operating on a target external to the vehicle. The target module can generate target profile data (TPD) comprising location information for the target, such as, a first component that is a function of a detected first WiFi signal having a first signal strength. The request for the tether including the TPD is transmitted to the vehicle module; a tether of secured communications is established between the vehicle module and target module. Real-time TPD is exchanged during the tether and the vehicle module performs the V-T localization as a function of the RT TPD, and commands the vehicle based on V-T localization data.

Abstract: A vehicle includes an accelerator pedal, a brake pedal, an electric machine, friction brakes, and a controller. The electric machine is configured to propel the vehicle and to brake the vehicle during regenerative braking. The friction brakes are configured to brake the vehicle. The controller is programmed to, responsive to an operator selection of a one-pedal drive mode, decrease vehicle speed via regenerative braking in response to releasing the accelerator pedal. The controller is further programmed to transition the vehicle to an inhibit state in which the friction brakes are applied to prevent vehicle creep in response to receiving an automated signal to disable the one-pedal drive mode and vehicle speed becoming zero while the one-pedal drive mode is selected.

Abstract: In a self-driving autonomous vehicle, a controller architecture includes multiple processors within the same box. Each processor monitors the others and takes appropriate safe action when needed. Some processors may run dormant or low priority redundant functions that become active when another processor is detected to have failed. The processors are independently powered and independently execute redundant algorithms from sensor data processing to actuation commands using different hardware capabilities (GPUs, processing cores, different input signals, etc.). Intentional hardware and software diversity improves fault tolerance. The resulting fault-tolerant/fail-operational system meets ISO26262 ASIL D specifications based on a single electronic controller unit platform that can be used for self-driving vehicles.

Abstract: A ground vehicle control system including a plurality of sensors and one or more predictive controllers. The sensors can be configured to detect environment information and vehicle operating information. The one or more predictive controllers can be configured to self-train for an energy consumption solution based on one or more control parameters including the environment information and the vehicle operating information.

Abstract: The present invention relates to a method of determining a route (ITI) minimizing the energy consumption of a vehicle, based on the use of a dynamic model (MOD) of the vehicle depending on the vehicle speed and acceleration, the construction of a line graph (GA) and a shortest path algorithm (ALG) suited for negative energies.

Abstract: A DC feeder voltage computing device includes a model information storing unit, a run history information storing unit, and a voltage setting value computing unit. The model information storing unit stores model information. The run history information storing unit stores, on a per train basis, run history information that indicates locations and power situations of a plurality of trains that run in a DC-electrified section on or before a preceding day. The voltage setting value computing unit computes, on the basis of the model information and the run history information, a voltage setting value for controlling a substation voltage to cause an amount of power consumption in the DC-electrified section to satisfy a preset condition.

Abstract: A drive force control system for a vehicle having a motor and a battery that allows a driver to sense a satisfactory acceleration even if an output torque of a motor is restricted. The drive force control system comprises a controller that calculates an upper limit acceleration of the vehicle based on an upper limit power to be supplied from the battery to the motor. The controller sets a reference jerk as the required jerk when the upper limit acceleration is equal to or greater than the target acceleration, and sets a corrected jerk that is greater than the reference jerk as the required jerk when the upper limit acceleration is less than the target acceleration.

Abstract: Disclosed is a device for controlling one or more charging robots in a charging station including a plurality of charging sectors. The device includes a communication unit for communicating with the charging robot, an inputter for inputting an image signal, and a controller, wherein the controller may recognize the electric vehicle entering the charging sector based on information inputted through the inputter, select a charging robot that is located at a close distance from the charging sector and is directly movable to the charging sector, and cause the selected charging robot to move to the charging sector. Accordingly, a charging robot and a control device having artificial intelligence and performing 5G communication can be provided.

Abstract: An in-vehicle network system includes a power supply, an upper electronic control unit (ECU), an intermediate ECU configured to communicate with the upper ECU, and a plurality of lower ECUs configured to communicate with the intermediate ECU. The intermediate ECU is configured to receive power supplied from the power supply, and maintain the lower ECUs in a power-off state until the intermediate ECU receives a message from the upper ECU and supply the power supplied from the power supply to the lower ECUs in response to the message transmitted from the upper ECU. The lower ECUs are configured to transition, when the power is supplied from the power supply, from the power-off state to a standby state to wait for an instruction.

Abstract: A drive upper limit electrical energy for an air compressor is set variably in correspondence with vehicle velocity Vv. In this manner, for example, surplus power generation electrical energy of a fuel cell stack is consumed (discarded) by the air compressor in a range where NV (noise and vibration) of the air compressor does not give passengers any sense of discomfort.

Abstract: An apparatus includes a torque circuit and a clutch circuit. The torque circuit is structured to monitor a torque demand level of an engine. The clutch circuit is structured to (i) disengage an engine clutch of a transmission to decouple the engine from the transmission in response to the torque demand level of the engine falling below a threshold torque level and (ii) disengage a motor-generator clutch of the transmission to decouple a motor-generator from the engine in response to the torque demand level of the engine falling below the threshold torque level. The motor-generator is directly coupled to the transmission.

Abstract: Provided is a drive source control device (67) for controlling two drive sources (2L, 2R) of a vehicle. The vehicle including the two drive sources (2L, 2R), left and right drive wheels (61L, 61R), and a power transmission device (3) disposed among the two drive sources (2L, 2R) and the drive wheels (61L, 61R). The device (3) distributes powers from the two drive sources (2L, 2R) to the wheels (61L, 61R) to drive the wheels (61L, 61R). The drive source control device (67) includes: an angular acceleration calculation (71) to calculate angular accelerations of the drive wheels (61L, 61R) and/or angular accelerations of the drive sources (2L, 2R); and a torque correction (68) to, using the angular accelerations calculated by the angular acceleration calculation (71), correct command values for respective outputs of the drive sources (2L, 2R).

Abstract: A vehicle includes a transmission, an engine, a disconnect clutch, an inertial measurement unit, and a controller. The transmission has an input shaft and an output shaft. The engine is configured to generate and deliver torque to the input shaft. The disconnect clutch is configured to connect and disconnect the engine from the input shaft. The disconnect clutch is also configured to crank the engine during an engine start. The inertial measurement unit is configured to measure inertial forces exerted onto the vehicle. The controller is programmed to, in response to a command to adjust a torque of the disconnect clutch to a desired value that is derived from the inertial forces and a vehicle velocity, drive the clutch actuator pressure to a value that corresponds to the desired value.

Abstract: A vehicle equipped with an automatic stop/restart system for an internal combustion engine includes a hydraulic continuously variable transmission and a parking mechanism. The continuously variable transmission changes power of the internal combustion engine using hydraulic pressure boosted by rotational driving force of the internal combustion engine. The parking mechanism holds the vehicle stationary by locking, with a locking member, the rotation of a power transmitting member between the internal combustion engine and driving wheels when a shift position is in a parking range. In an automatic stop state of the internal combustion engine, when the shift position is in the parking range and brakes are turned off, an electronic control unit executes restart if an inclination angle of the vehicle is greater than or equal to a predetermined value, and maintains the automatic stop state if the inclination angle is smaller than the predetermined value.

Abstract: Disclosed is a method for diagnosing sealing in a fuel vapor recirculation system for an engine of a motor vehicle. An electronic module is integrated into the engine control unit that is woken up and placed on standby periodically while the engine is off, at the start and end of time intervals in order to perform a respective leak diagnosis, the fuel vapor temperature Tsys being estimated as a function of a time t ending at the start of each interval and starting when the engine is switched off according to the following equation, in which Tamb is the ambient temperature measured, Tsys0 is the fuel vapor temperature when the vehicle is switched off, and tsys is a system response time: Tsys(t)=Tamb+(Tsys0?Tamb)e?t/tsys.

Abstract: A vehicle power supply system includes two drive motors, a first power line to which a first inverter and a first battery are connected, a second power line to which a second inverter and a second battery are connected, a voltage converter that converts a voltage between these power lines, and a charging and discharging control device that controls charging and discharging of the batteries by operating the inverters and the voltage converter. In a case where a second SOC is equal to or greater than a second normal upper limit, the charging and discharging control device discharges power from the second battery to the second power line, and discharges a shortage of power from the first battery through the voltage converter to the second power line, wherein the shortage of power is obtained by excluding power discharged by the second battery from power required in the second power line.

Abstract: A hybrid system for a vehicle that can capture, convert, and store the kinetic energy of the vehicle slowing down the vehicle. The hybrid system includes an electric machine that can be switched between a motor mode and a generator mode, in the motor mode the electric machine can drive the vehicle using energy stored in a battery and in the generator mode the electric machine is driven by the kinetic energy of the vehicle. An air compressor is operably coupled with the electric machine, such as the electric machine drives the air compressor in the generator mode but not in the motor mode. Air compressed by the air compressor can be stored in a tank and the compressed air can be later converted to electrical energy by an air motor for charging the battery.

Abstract: A vehicle includes a battery pack including a secondary battery and a first control device, a second control device provided separately from the battery pack, and a converter. The converter is configured to select a conversion formula from options depending on a situation and use the selected conversion formula to convert at least one of a first current upper limit value and a second current upper limit value into at least one of a first power upper limit value and a second power upper limit value.

Abstract: The present invention relates to a method for operating a charging device for charging energy stores of vehicles, preferably electric vehicles or hybrid vehicles, wherein the charging device is connected to an Internet-enabled server. In a method step, at least one receiver vehicle with a flat or partially charged battery communicates its charging demand to the charging device. Furthermore, in a method step at least one donor vehicle with an at least partially charged battery communicates its readiness to charge to the charging device.

Abstract: A power transmission unit for controlling a flow of electric energy between two AC power units is provided. The power transmission unit comprises a main transformer having a first winding and a second winding as well as a switchable auxiliary AC unit for applying a tunable auxiliary AC voltage across an auxiliary AC side of the auxiliary AC unit. The auxiliary AC side is connected in series with the first winding of the main transformer to form a series connection. Further, a power conversion unit comprising the power transmission unit and two AC power units as well as a method for controlling a flow of electric energy by using such a power conversion unit are provided.

Abstract: The present disclosure pertains to a system that may be configured to operate a power grid, including generation participants, consumers, and electric storage resources (ESRs), by: managing, via the generation participants, a state of charge (SOC) for the ESRs, an operational constraint, minimum and maximum offer parameters, minimum and maximum SOCs, and transition times between charging and discharging, the parameters including charge or discharge time and charge or discharge limits; treating different online modes as a must run commitment status, the modes including discharging, charging, and continuous; and committing an ESR offering an emergency discharge commitment status or an emergency charge commitment status to address a maximum generation emergency condition or a minimum generation emergency condition, respectively.

Abstract: A vehicle driving apparatus, configured to drive a vehicle including first and second wheels, includes first and second motors, first and second power transmission mechanisms, and a controller. The first motor is configured to generate first driving torque that rotates the first wheel. The second motor is configured to generate second driving torque that rotates the second wheel in a direction same as a direction in which the first wheel is rotated. The first and second power transmission mechanisms are configured to transmit the first and second driving torque from the first and second motors to the first and second wheels, respectively. The controller is configured to perform torque distribution control in a case where a gear rattle occurrence condition is satisfied. The torque distribution control drives the first motor to thereby decrease the first driving torque and drives the second motor to thereby increase the second driving torque.

Abstract: A method for operating a hybrid vehicle having an electrical energy store, an electric drive and an internal combustion engine, includes activating, by a driver of the hybrid vehicle, a battery control mode by actuating a defined operator control element. A special drive operating strategy for the internal combustion engine is triggered in the battery control mode with the electric drive switched off. An increased charging gradient is then obtained by the special drive operating strategy if a current state of charge of the electrical energy store is below one of a desired state of charge or a lower tolerance threshold with respect to the desired state of charge.

Abstract: A vehicle control device applicable to a vehicle including an engine includes an electric motor coupled to the engine, a hydraulic clutch, a solenoid control valve, a first travel control unit, a second travel control unit, and a fail-safe control unit. The hydraulic clutch is engaged when hydraulic oil is supplied and disengaged when the hydraulic oil is discharged. The solenoid control valve includes a solenoid. The solenoid control valve supplies the hydraulic oil to the hydraulic clutch when the solenoid is in a non-energized state, and discharges the hydraulic oil when the solenoid is in the energized state. The first travel control unit executes an engine traveling mode, and the second travel control unit executes an inertial traveling mode. The fail-safe control unit drives the electric motor when the solenoid is switched from the energized state to the non-energized state while the inertial traveling mode is executed.

Abstract: A vehicle control apparatus and a method for controlling the same are disclosed. The vehicle control apparatus includes an inputter, a determiner, and a controller. The inputter receives an automatic vehicle hold (AVH) switch operation signal from an AVH device, and receives a current vehicle movement value sensed by a sensing device and a current vehicle brake force value of a brake device that generates brake force in response to activation of the AVH device. The determiner determines whether the received AVH switch operation signal transitions from an ON state to an AVH entry state, determines whether vehicle movement occurs on the basis of the received current vehicle movement value during an AVH retention time in the AVH entry state, and determines that the current vehicle brake force value is in an abnormal state when vehicle movement occurs. The controller receives the current vehicle movement value and the current vehicle brake force value, and transmits a command for judgment to the determiner.

Abstract: A vehicle includes a generator for supplying power to a load; and one or more controllers, programmed to responsive to detecting a fuel level reaching a predefined critical value, stop the generator and instruct a second vehicle to start to generate power, the vehicle serving as a pass-through conduit between the load and the second vehicle.

Abstract: A method of showing an explanation about a warning light includes: acquiring a captured image that captures a warning light of a vehicle; analyzing the captured image acquired and identifying the warning light included in the captured image; causing information that explains about the identified warning light to be displayed; causing information related to the identified warning light to be transmitted to a predetermined external device; and selecting a maintenance facility or a support center for the vehicle based on the information on the identified warning light.

Abstract: Provided is control apparatus for an electric vehicle, which is capable of suppressing simultaneous slip of front and rear wheels. The control apparatus for an electric vehicle controls a front electric motor and a rear electric motor so that a difference between a torque command value of the front electric motor and a torque command value of the rear electric motor is larger than a predetermined value.

Abstract: Apparatus, device, methods and system relating to a vehicular telemetry environment for monitoring vehicle components and providing indications towards the rating condition of the vehicle components and providing optimal indications towards replacement or maintenance of vehicle components before vehicle component failure are disclosed.

Abstract: A system for a non-hybrid/non-electric vehicle includes a high voltage electromagnetic device and a power electronics system. The high voltage electromagnetic device is structured to couple to an engine and generate AC electrical power from the engine. The power electronics system is electrically coupled to the high voltage electromagnetic device. The power electronics system includes an AC-to-DC inverter and a junction box. The AC-to-DC inverter is structured to receive and change the AC electrical power to regulated DC electrical power. The junction box is structured to receive and provide the regulated DC electrical power to a plurality of electrical paths that electrically couple the junction box to a plurality of electrically-powered accessories. The regulated DC electrical power is provided to each of the plurality of electrically-powered accessories based on an electric power consumption need of each respective electrically-powered accessory.

Abstract: To provide a power regeneration system for a working vehicle that can effectively use a regenerative electric energy. A first electric circuit for supplying an electric power generated by the first generator to a traveling motor, a voltage detector for detecting an actual voltage of the first electric circuit, a second electric circuit for supplying an electric power generated by a second generator to an auxiliary device, a step-down device connected to the first electric circuit and the second electric circuit, and a controller are provided. The controller estimates the voltage of the first electric circuit after a predetermined time has elapsed from the present time, based on information on a traveling state of a work vehicle and the actual voltage detected by the voltage detector, and outputs a drive command to the step-down device when the estimated voltage is equal to or more than a threshold.

Abstract: An electric efficiency prediction method for a vehicle includes: the first step of obtaining “object vehicle information” showing information about a status of use of a vehicle that is an electrically powered vehicle; and the second step of, for each link connecting nodes virtually set on an expected traveling route of the vehicle, by using the object vehicle information, correcting an electric efficiency actual value of electric efficiency collected from each of a plurality of vehicles to calculate an electric efficiency predicted value in each link for the vehicle.

Abstract: A vehicle includes a traction battery configured to be charged from an external power source via a vehicle charger, a transceiver configured to wirelessly transmit vehicle data to an external server and to wirelessly receive adaptive traction battery charging settings from the external server, an interface module configured to selectively override control of the vehicle charger based on the adaptive traction battery charging settings wirelessly received via the transceiver from the external server, a human-machine interface (HMI), and a controller in communication with a persistent on-board vehicle memory, the vehicle charger, the override module, and the HMI, the controller configured to receive manually entered traction battery charging settings via the HMI, store the manually entered traction battery charging settings in the persistent on-board vehicle memory, and selectively control the vehicle charger using the manually entered traction battery charging settings in response to the adaptive traction batte

Abstract: A system for battery electric vehicle driving analysis is provided. The system includes a vehicle including a plurality of sensors. The vehicle is configured to transmit a plurality of sensor information observed by the plurality of sensors. The system also includes a driver analysis computer device including at least one processor in communication with at least one memory device. The driver analysis computer device is programmed to receive the plurality of sensor information from the vehicle. The plurality of sensor information includes information for a plurality of days. The driver analysis computer device is also programmed to determine, for each day of the plurality of days, a daily driving distance of the vehicle based on the plurality of sensor information, compare the plurality of daily driving distances to a first threshold, and transmit one or more advertisements for a new vehicle based on the comparison.

Abstract: A fuel cell vehicle comprises a fuel cell, a power storage device, a drive motor, a temperature sensor configured to measure a temperature of the fuel cell, a detector configured to detect an operation condition of the fuel cell, and a controller. At a start time of the fuel cell, in a case where the temperature of the fuel cell detected by the temperature sensor is below a freezing point, when an output condition of the fuel cell shown by the detected operation condition of the fuel cell continuously corresponds to a predetermined low output condition for a predetermined reference time period or longer, the controller sets a driving state of the fuel cell vehicle to a first driving state that stops power generation of the fuel cell, drives the drive motor by using only the power storage device as a power source and limits a motor output of the drive motor to be equal to or lower than a predetermined first upper limit output.

Abstract: Presented are intelligent vehicles and control logic for provisioning comprehensive tow features, methods for manufacturing/operating such vehicles, and electric-drive vehicles with tow features for protecting the vehicle's powertrain and electrical components during towing. A method for controlling operation of an electric-drive vehicle includes a vehicle controller verifying initiation of a towing operation for the vehicle, and responsively determining if there is a drive system failure preventing the vehicle's traction motor from electrically connecting with its traction battery pack. If there is no drive system failure, the controller determines if the speed of the traction motor during towing exceeds a calibrated base speed; if so, the controller commands a power inverter to electrically connect the traction motor to the traction battery pack.

Abstract: A hybrid electric powertrain for a vehicle includes an engine, electric machine, torque converter having a pump, turbine, and torque converter clutch (“TCC”) configured, when applied, to lock the pump to the turbine, a one-way engine disconnect clutch connected to the turbine, a transmission, and a controller. A transmission input shaft directly couples to the electric machine, and is selectively coupled to the engine via the disconnect clutch. An output shaft is connectable to road wheels of the vehicle. The controller, in response to an engine-off request, determines turbine and pump speeds of the turbine and pump, respectively, registers that the engine is in an engine-off state when the pump speed is less than the turbine speed, and executes an electric vehicle (“EV”) mode shift using machine torque from the electric machine when the pump speed is zero during the engine-off state.

Abstract: A human-powered vehicle control device includes an electronic controller that controls a motor. The motor assists in propulsion of a human-powered vehicle including a transmission configured to change, in steps, a first ratio of a rotational speed of a drive wheel to a rotational speed of a rotary body to which human drive force is input. The controller changes a motor control state from a third control state to a fourth control state when the first ratio is changed by the transmission or a signal is received for changing the first ratio. The controller changes the motor control state from the fourth control state to a fifth control state in accordance with a value related to at least one of a speed of the human-powered vehicle, the human drive force, an inclination angle of the human-powered vehicle, and a state of a rider of the human-powered vehicle.

Abstract: A control device of an electric vehicle includes: a target rotation speed calculation unit that calculates a target rotation speed of a drive wheel based on a vehicle body speed; and a slip control unit that detects a slip of the drive wheel when a wheel speed exceeds the target rotation speed of the drive wheel and that controls motor torque of the motor in such a manner that the wheel speed becomes an appropriate rotation speed in detection of the slip. Further, the slip control unit controls the motor torque by feedback control according to a difference between the rotation speed of the motor and the target rotation speed of the drive wheel in detection of the slip.

Abstract: An anti-jerk control method for an electric vehicle incorporates an anti-jerk function that can be performed more accurately and effectively by utilizing a real-time weight change of an electric vehicle. The anti-jerk control method includes: estimating vehicle weight by a controller based on vehicle driving information collected from a vehicle; determining a required torque command of a driver by the controller based on the vehicle driving information collected from the vehicle; determining anti-jerk torque according to the vehicle weight based on calculated speed deviation and the estimated vehicle weight information; and controlling a drive motor according to a compensated motor torque command by compensating the required torque command with the anti-jerk torque in the controller.

Abstract: In implementations described herein, /V recording and communication doorbell devices (“A/V doorbells”) may include supercapacitors to supply power to functional components of the A/V doorbells. For example, the A/V doorbells described herein may include one or more supercapacitors to supply power to one or more functional components in situations where doorbell power circuitry is unable to supply sufficient power for the one or more functional components to operate. The A/V doorbells described herein may also include a power control system and supercapacitor control circuitry to regulate the charging and discharging of the one or more supercapacitors. In various implementations, the supercapacitor control circuitry may control the amount of current supplied from the one or more supercapacitors to one or more functional components of the A/V doorbells.

Abstract: A system for controlling wheel brakes in a first vehicle platooning with a second vehicle includes a transceiver in the first vehicle that receives a brake command from the second vehicle to apply a wheel brake in the first vehicle. A controller in the first vehicle generates, responsive to the brake command, a first set of control signals that control delivery of fluid pressure to the wheel brake and implement a braking event. The controller may further detect a wheel slip condition indicative of slip in a wheel of the first vehicle during the braking event and generate, when the condition occurs, a second set of control signals to control delivery of fluid pressure to the wheel brake. The control signals are generated in accordance with braking profiles that differ from braking profiles used by the controller during braking events occurring in the absence of the brake command.

Abstract: Disclosed are a method of controlling a mode transition in order to predict a driver's required torque to reduce non-driving fuel loss, and a hybrid vehicle for performing the method in particular, the method of controlling a mode transition of a hybrid vehicle may include: determining whether to change a first mode to a second mode based on a first torque; determining a second torque expected to be generated at a near-future time after a current time; determining whether or not an engine clutch engagement is possible at the near-future time based on the second torque or a predicted acceleration; and performing the change from the first mode to the second mode when the mode change from the first mode to the second mode is determined and the engine clutch engagement is possible.