Abstract: A high-voltage module, such as a traction battery, a traction inverter, or a DC/DC converter of a traction powertrain of an electrified vehicle (EV), includes an enclosure, an electronics assembly for performing electrical power operations, and a fuse box for providing a power distribution and fuse protection arrangement to the electronics assembly. The enclosure includes a main enclosure portion and a secondary enclosure portion integrated together. The electronics assembly is housed within the main enclosure portion and the fuse box is housed within the secondary enclosure portion.

Abstract: A hybrid vehicle comprises an engine, an energy storage device, and an aftertreatment system comprising a SCR catalyst configured to treat constituents of an exhaust gas. A controller is operatively coupled to the engine, the energy storage device, and the after treatment system, and configured to estimate an exhaust gas temperature and flow rate of the exhaust gas based on a set of engine operating parameters. The controller determines an exhaust gas cooling rate based on the exhaust gas temperature, flow rate, and a SCR catalyst temperature, and an ambient cooling rate based on an ambient temperature, a vehicle speed and the catalyst temperature. The controller determines a SCR catalyst temperature change rate based on the exhaust gas and ambient cooling rates, and adjusts a load distribution between the engine and the energy storage device based on the SCR catalyst temperature change rate.

Abstract: The flying object control device 1 includes a generator 2, a drive source 3, a battery 4, an electric motor 5, a battery status determination unit 8, and a state-of-charge control unit 11. The battery status determination unit 8 determines a first amount of charge power, which is a current state of charge of the battery. After a flying object starts cruising, the state-of-charge control unit 11 calculates a second amount of charge power, which is a state of charge of the battery 4 required for takeoff during the next flight, based on flight plans 53 and 54 of the flying object, predicts timing of supplying electric power from the generator 2 to the battery 4 based on the first amount of charge power and the second amount of charge power, and starts power supply from the generator 2 to the battery 4 at this timing.

Abstract: A method of switching a control right according to a driving mode of a vehicle in a control right switching system operated by at least one processor is provided. Upon receiving a command to switch a driving mode of a vehicle being in any one driving mode of a manual driving mode or an autonomous driving mode, a torque value of a control unit that controls the vehicle according to a current driving mode of the vehicle is initialized. Furthermore, after transferring a driving mode control right of the vehicle from a vehicle to a driver or from the driver to the vehicle by increasing or reducing a vehicle control right to control the vehicle, whether to switch the driving mode is determined through monitoring information obtained by the control unit in the vehicle whose driving mode was switched during a predetermined time period.

Abstract: Apparatuses, methods, systems, and program products are disclosed for assisting one-pedal driving. An apparatus includes a processor in a regenerative braking vehicle that has a one-pedal control and a memory coupled to the processor that stores code executable by the processor to detect a change in a driving context, monitor a regenerative battery system of the vehicle, and notify a driver of the vehicle to begin modifying pressure upon the one-pedal control based at least in part upon the change in the driving context and the regenerative battery system.

Abstract: A driving force control system for a hybrid vehicle configured to prevent an increase in emission while achieving a required driving force in a condition where an accumulation of particulate matter on a particulate filter is small. A controller is configured to set a threshold level of an SOC level of a battery to shift from a motor mode to a hybrid mode to a higher level and set an upper limit power of an engine in the hybrid mode to a lower power, in a situation where the amount of particulate matter accumulated in a GPF is equal to or smaller than a predetermined amount.

Abstract: A thermal management system, for use in a vehicle, is provided in which coolant flows two cooling circuits can be mixed with each other as needed by a multi-way valve at an interface between a first cooling circuit for a battery and a second cooling circuit for an electric motor for driving the vehicle.

Abstract: A fire fighting vehicle includes a chassis, a front axle, a rear axle, an engine, an energy storage device, an electromechanical transmission, a vehicle subsystem, and a power divider. The electromechanical transmission is (i) coupled to at least one of the front axle or the rear axle and (ii) electrically coupled to the energy storage device. The power divider is positioned between the engine, the vehicle subsystem, and the electromechanical transmission. The power divider includes a first interface coupled to the engine, a second interface coupled to the vehicle subsystem, and a third interface coupled to the electromechanical transmission. The power divider is configured to facilitate (i) selectively coupling the engine to the vehicle subsystem and (ii) selectively coupling the engine to the electromechanical transmission.

Abstract: An electrified axle assembly includes a first and second motor, a first and second idler shaft, and one or more output shafts mechanically engaged with the first and/or second idler shafts and one or more axles. In some embodiments, the electrified axle assembly may include two output shafts, with each output shaft meshed with a corresponding one of the idler shafts and a corresponding one of the axles. In other embodiments, the electrified axle assembly may include a single output shaft meshed with each of the idler shaft and each axle. Additional single motor and single and dual speed embodiments are also disclosed.

Abstract: A power management system for an aircraft with a hybrid power source comprises a rechargeable electricity source and an electricity generating source, a detector determining status data of the elements of the aircraft power consumption electrical circuit, and power data relating to the instantaneous electrical power demanded by the aircraft and/or the charging status of the rechargeable electricity sources, an automaton receiving the power data from the detector and determining a control status for the power sources, an adapter determining a backup electrical configuration when the status data indicate a failure, a controller determining an electrical control for the rechargeable electrical source and the electrical generating source based on the instantaneous electrical power demanded, and a switch emitting commands to the switches of the aircraft power consumption electrical circuit to implement a nominal electrical configuration, or, a backup electrical configuration for the adapter in case of receipt ther

Abstract: A gas turbine engine for an aircraft includes, in axial flow sequence, a compressor module, a combustor module, and a turbine module, with a first electric machine being rotationally connected to the turbine module. The first electrical machine is configured to generate a total electrical power PEM1 (W), and the gas turbine engine is configured to generate a total shaft power PSHAFT (W); and a ratio R of: R = ( Total ? Shaft ? Power = P SHAFT ) ( Total ? Electrical ? Power ? Generated = P EM ? 1 ) is in a range of between 0.005 and 0.020.

Abstract: A temperature of a catalyst (EHC) is estimated with high accuracy. An electronic control device of the present invention controls an engine system that includes: an internal combustion engine; a motor capable of motoring the internal combustion engine; a catalyst that is installed in an exhaust passage of the internal combustion engine, has a function of being heated by energization, and purifies exhaust gas; and a downstream temperature sensor installed on the downstream side of the catalyst. The electronic control device includes: a control unit that causes the motor to motor the internal combustion engine; and an estimation unit that performs a first estimation process of estimating a temperature of the catalyst based on detection information of the downstream temperature sensor when the internal combustion engine is motored.

Abstract: Systems and methods for starting an engine of a hybrid vehicle are described. In one example, the method starts an engine according to vehicle conditions that are within a range that is defined by one or more thresholds. The thresholds may be adjusted based on a history of individual driving patterns.

Abstract: A hybrid propulsion system with controllers and a drive shaft of a helicopter with a main rotor connected to a gearbox which can keep a flight attitude set by a pilot stable. It includes a pilot controller, a combustion engine and an electric motor, both of which act directly on the drive shaft. The VM is connected to a VM controller, and the EM is connected to an EM controller. One torque sensor and one tachometer are each arranged on the drive shaft, wherein during operation both the VM controller and the EM controller are able to receive values for the current speed and the current torque. Specified values for speed and torque, in which the VM can attain its optimum efficiency, are stored in memory and can be retrieved by the EM controller, wherein the first value can also be retrieved by the VM controller.

Abstract: A vehicle control system includes a mode setting control unit that suspends cancellation of a motor drive priority mode when a drive mode is changed from a first drive mode to a second drive mode in response to acceptance of a change to the second drive mode when a driving status recognition unit recognizes that a vehicle is able to drive or is driving in a state in which the motor drive priority mode is set and the drive mode is set to the first drive mode, and cancels the suspension to cancel the motor drive priority mode when the drive mode change acceptance unit does not accept a change to the third drive mode during a first suspension period.

Abstract: A propulsion system (1) for a helicopter, comprising a turboshaft engine (2) with a linked turbine and an electric machine (3) capable of operating as an electric motor, the turboshaft engine (2) and the electric machine (3) being capable of driving in rotation at least one main rotor (5) intended to be coupled to a rotating wing (6) characterised in that it comprises means of coupling and decoupling (14) in rotation between a rotor (3a) of the electric machine (3) and a rotor (2a) of the turboshaft engine (2), the means of coupling and decoupling (14) being capable of allowing the rotor (2a) of the turboshaft engine (2) to be driven in rotation with the aid of the electric machine (3), in a first state of the propulsion system (1), and capable of allowing the rotor (2a) of the turboshaft engine (2) and the rotor (3a) of the electric machine (3) to be decoupled in rotation, in a second state of the propulsion system (1).

Abstract: The present invention relates to systems and methods for powering and controlling flight of an unmanned aerial vehicle. The unmanned aerial vehicles can be used in a networked cellular communication system. A tether management system can be used to facilitate both mobile and static tethered operation to provide power and/or voice and data communication.

Abstract: A hybrid electric engine control module (ECU) can be configured to be operatively connected to a hybrid electric aircraft powerplant having a heat engine system and an electric motor system to control a torque output from each of the heat engine system and the electric motor system. The ECU can be configured to determine whether at least one of the electric motor system or the heat engine system are in a normal mode such that one of the electric motor system and/or the heat engine can provide a predetermined amount of torque. The ECU can be configured to switch to a degraded mode if either of the electric motor system or the heat engine system cannot provide the predetermined amount of torque. In the degraded mode the ECU can be configured to control the electric motor system and the heat engine system differently than in the normal mode or to not control one or both of the electric motor system or the heat engine system.

Abstract: A turbomachine of an aircraft comprising an outer casing delimiting with an inner hub, a flow path of a gas stream in which is disposed a low-pressure turbine configured to rotationally drive a low-pressure shaft; said turbomachine comprising, in the direction of flow of the gas stream, a first propeller; and a second propeller downstream of the first propeller, the first propeller being rotationally driven by said low-pressure shaft and the second propeller being rotationally driven by an electric motor, the second propeller being further disposed at a distance between 1.5 and 4 cord lengths from the first propeller defined between the respective axes of shimming of each of the first and second propellers.

Abstract: A battery pack can include a bay having a first bay wall and a second bay wall. The battery pack can include a battery cell having a top portion and a bottom portion. The top portion of the battery cell can face the first bay wall of the bay and the bottom portion of the battery cell can face a second bay wall of the bay.

Abstract: Disclosed herein is a vehicle and a control method thereof. The vehicle includes a battery, a navigation system, and a control device connected to the battery and the navigation system. The control device is configured to receive information on a point of departure, a destination of the vehicle, a first desired distance to empty (DTE) at a stopover, and a second desired DTE at the destination of the vehicle for charging the battery, configured to generate a virtual driving route of the vehicle, in which a first charging station is designated as a virtual stopover, through the navigation system based on the received information, and configured to output the virtual driving route as a recommended driving route of the vehicle based on an estimated state of charge (SOC) of the battery corresponding to the virtual driving route.

Abstract: A battery module includes a plurality of battery cells, a module case configured to accommodate the plurality of battery cells, an air intake unit provided to one side of the module case and configured to guide an air into the module case to cool the plurality of battery cells, an air discharge unit provided to the other side of the module case and configured to discharge the air introduced into the module case through the air intake unit to the outside of the module case, and at least one sheet member attached to an inner wall of the module case between the air discharge unit and the air intake unit and configured to expand at a predetermined temperature or above to seal an inner space of the module case.

Abstract: Systems, apparatus, methods, and techniques for reporting an attack or intrusion into an in-vehicle network are provided. The attack can be broadcast to connected vehicles over a vehicle-to-vehicle network. The broadcast can include an indication of a sub-system involved in the attack and can include a request for assistance in recovering from the attack. Connected vehicles can broadcast responses over the vehicle-to-vehicle network. The responses can include indications of data related to the compromised sub-system. The vehicle can receive the responses and can use the responses to recover from the attack, such as, estimate data.

Abstract: A method for charging a battery of a vehicle with electrical energy using a charging station which includes at least one source for generating flashes. At least one flash is generated using the at least one source, an amount of electrical energy is provided via the air using the at least one receiver of the vehicle. The received amount of electrical energy is provided to the battery by the at least one receiver.

Abstract: An in-vehicle electronic system comprises a core ECU (Electronic Control Unit) mounted in a vehicle and a plurality of slave ECUs that is capable of communicating with the core ECU through an in-vehicle communication network, wherein the core ECU is configured to manage a current time while a main power source of the vehicle is in an off state and manage an activation time of each of the plurality of slave ECUs in a sleep state with a management table while the main power source is in an off state, wherein the core ECU is configured to send an activation signal to each slave ECU through the in-vehicle communication network when the current time becomes the activation time of each of the plurality of slave ECUs while the main power source is in an off state.

Abstract: The disclosure relates to a method for checking and ensuring the functionality of an exhaust gas aftertreatment system of an internal combustion engine. The exhaust gas aftertreatment system has a catalytic converter and a voltage source. The catalytic converter has a catalytic converter area and an electrical heating device which is selectively supplied with electrical energy from the voltage source. The method includes determining an actual value which is characteristic of an ohmic resistance of the heating device. The actual value being determined by using an electrical current strength supplied to the heating device and an electrical voltage supplied to the heating device from the voltage source. The method also includes providing a setpoint value which is characteristic of an expected ohmic resistance of the heating device. The setpoint value takes into account a specific heating-up behavior of the heating device and an expected long-term behavior of the catalytic converter.

Abstract: Techniques and apparatus for performing a power-on self-test for a braking system in an autonomous delivery robot are described. One technique includes moving each wheel of the autonomous delivery robot in a first direction in accordance with predefined criteria, while brake module(s) of the braking system are engaged to one or more of the wheels to stop movement of the one or more wheels. A first amount of movement of at least a first wheel that is engaged to a first brake module is determined. Upon determining that the first amount of movement satisfies a predetermined condition, a determination is made that the braking system has failed the test and the brake module(s) of the braking system are kept in an engaged state.

Abstract: A system for adaptive in-drive updating, for a vehicle travelling on a route, includes a controller adapted to obtain a pre-drive energy consumption prediction for the route, via an energy consumption predictor. An in-drive updating module is selectively executable by the controller at a timepoint during the route at which a completed portion of the route has been traversed and a remaining portion remains untraversed. The controller is adapted to obtain an actual energy consumption for segments in the completed portion of the route. The controller is adapted to obtain at least one modification factor based on a comparison of the actual energy consumption and the pre-drive energy consumption prediction for the segments in the completed portion of the route. The pre-drive energy consumption prediction for the remaining portion of the route is adjusted based on the modification factor.

Abstract: The state of charge of a traction battery of a hybrid vehicle power train is managed by, during a phase of running of the vehicle to a current destination, predicting a temperature that a battery will reach, after the power train is switched off, at a time of departure to a future destination; estimating, as a function of the battery temperature previously predicted, a minimum state of charge of the battery making it possible to provide, during a phase of running to the future destination, a predefined minimum power level; and maintaining the state of charge of the battery close to the minimum state of charge.

Abstract: A canister disposal structure and a vehicle including the canister disposal structure are disclosed. The canister disposal structure is mounted in the vehicle. The vehicle includes: a secondary power supply providing electricity to a driving electric motor of the vehicle; and a canister adsorbing an evaporative fuel of a fuel tank of the vehicle. The canister disposal structure is configured such that: the canister is disposed below the secondary power supply and is located on a front side of the vehicle relative to the fuel tank.

Abstract: A method for assisting piloting beyond an altitude that can be reached with only the capabilities of a thermal power plant of a rotorcraft, by supplying power from an electrical power plant. After defining a take-off point of the rotorcraft and a target point, and their respective altitudes, a determination of a first maximum altitude that can be reached by the rotorcraft using only the thermal power plant is carried out according to a first altitude law. Then, an estimate of a second maximum altitude that can be reached by the rotorcraft using the thermal power plant and the electrical power plant jointly driving each rotor of the rotorcraft is made according to a second altitude law. If the second maximum altitude is higher than the altitude of the target point, the rotorcraft can fly to the target point.

Abstract: When a temperature of a coolant is a first predetermined temperature or higher, an air conditioner ECU executes a first control that sets a target evaporation temperature higher by a predetermined temperature and the air conditioner ECU executes a second control that changes the target evaporation temperature in accordance with a cooling load inside the vehicle cabin. When the second control is executed after the first control is executed, the air conditioner ECU sets a first target evaporation temperature set by the first control as the target evaporation temperature, and calculates a second target evaporation temperature that is changed by the second control based on the target evaporation temperature immediately before the first control is executed. When the second target evaporation temperature becomes larger than the first target evaporation temperature, the air conditioner ECU sets the second target evaporation temperature as the target evaporation temperature.

Abstract: A drive for a machine includes a computer configured to control a first electric motor for driving vehicle wheels and a second electric motor for driving a work attachment. The second electric motor is configured to drive at least one hydraulic pump with an adjustable stroke volume. A sensor is configured to detect the stroke volume of the pump. The computer processes the stroke volume to control the second electric motor.

Abstract: A remote monitoring device is provided for a fleet of autonomous motor vehicles. The monitoring device is able to receive at least one piece of information from at least a first sensor monitoring the environment of a vehicle of interest, the monitoring device being able to display the information on a display screen. The monitoring device comprises: a processing module configured to determine a measuring uncertainty of the information sent by the first sensor and/or to measure a lag between the sending of the information by the first sensor and the display of the information on the display screen; and a limiting module configured to limit the piloting of said vehicle of interest by the operator as a function of the determined uncertainty and/or the measured lag.

Abstract: A vehicle controller includes: a prediction unit that acquires position information on a parking place where parking time is predicted to exceed a prescribed threshold value in a travel route of the hybrid vehicle; and a target setting unit that sets a target state of charge of the battery and to change setting of the target state of charge from a first state of charge to a second state of charge that is lower than the first state of charge when the hybrid vehicle satisfies an approach condition to the parking place. A charge and discharge amount of the battery when the state of charge of the battery becomes equal to or less than the second state of charge is controlled to be smaller than the charge and discharge amount of the battery when the state of charge of the battery is larger than the second state of charge.

Abstract: A control apparatus for controlling a vehicle includes a driving motor configured to drive the vehicle by outputting motor torque based on a supply voltage from a battery, and an engine configured to drive the vehicle by outputting engine torque. The control apparatus may acquire driving mode data which is calculated based on traffic information from the current position to the destination of the vehicle and dimension information of the vehicle, and control the vehicle to drive to the destination according to a driving mode which is determined by applying a travelling condition of the vehicle to the acquired driving mode data, where the power distribution ratio of the motor torque to the engine torque is reflected in the driving mode data.

Abstract: A temperature control system includes a heater core utilizing heat of a heat medium; an engine heat exchanger utilizing exhaust heat of an engine to heat the heat medium; a condenser utilizing heat other than the exhaust heat to heat the heat medium; a heat circuit having the heater core and condenser; a communication flow path making the engine heat exchanger communicate with the heat circuit; and a connection state switching mechanism switching a flow state of the heat medium, between a first state and a second state. In the first state, the heat medium flows through the heat circuit, while flowing through the heater core, and in the second state, the heat medium flows through the heat circuit without flowing through the heater core. The heat circuit is arranged at a front of a passenger compartment, and the engine heat exchanger is arranged at a rear of the compartment.

Abstract: A hybrid electric engine control module (ECU) configured to be operatively connected to a hybrid electric aircraft powerplant having a heat engine system and an electric motor system to control a torque output from each of the heat engine system and the electric motor system, the ECU being configured to determine whether the electric motor system and/or the heat engine system are in a normal mode such that the electric motor system and/or the heat engine can provide a predetermined amount of torque (e.g., full power). The ECU can be configured to receive a total torque setting and split output power between the electric motor system and the heat engine system in accordance with the normal mode as a function of the total torque setting. The ECU can be configured to detect and command recharging or regenerating of the battery system in some flight conditions.

Abstract: Aspects of the disclosure provide a battery pack and a method for charging the battery pack externally. The battery pack can include a charging port configured to charge the battery pack, a cooling circuit configured to cool the battery pack in a vehicle, and a cooling interface configured to connect the cooling circuit with an external cooling device that is external to the vehicle. The charging port and the cooling interface can be integrated into a charging port assembly, the cooling interface has an inlet port and an outlet port that have high pressure quick disconnect leakless fittings, and the battery pack is configured to be charged externally via the charging port. The battery pack can include a plurality of isolating devices configured to determine whether the cooling circuit is connected to the external cooling device.

Abstract: This invention involves the effect of multiple rules of the road at different elevation profiles on the speed constraints and therefore the overall fuel efficiency. A vehicle designed to optimize fuel consumption that is comprised of the rules of the road that determine maximum speed, minimum speed, stop signs, streetlights, and/or changes in other rules that determine the allowable speeds of the road, a localization mechanism, and an optimization engine to optimize the fuel economy by selecting a speed profile within that maintains the vehicle within the assigned range of speeds and minimizes fuel consumption. A wide variety of methods that typically are used to optimize the fuel efficiency of human drivers operating standard vehicles can also be applied towards autonomous vehicles driving at different speed constraints and with different changes in the elevation.

Abstract: A fuel cell system has a first boost converter of a fuel cell, a second boost converter of a secondary battery, and a control unit. Output sides of the first boost converter and the second boost converter are connected so as to be the same potential. The control unit is configured to, when detecting failure of the second boost converter, cause input and output sides of the second boost converter to conduct, estimate an open circuit voltage of the secondary battery based on a state of charge, and execute electric power consumption by an accessory that operates by electric power supplied from the fuel cell when determining that the first boost converter is not able to boost the output voltage of the fuel cell to the open circuit voltage, and stops the electric power consumption by the accessory when determining that the first boost converter is able to boost.

Abstract: Devices, systems, and methods for integrated predictive dynamic control of a vehicle powertrain in an autonomous vehicle are described. An example method for controlling a vehicle includes generating, based on performing an optimization on a blended smooth wheel domain fuel consumption map subject to a modified torque availability constraint, one or more wheel domain control commands, converting the one or more wheel domain control commands to one or more powertrain-executable engine domain control commands, and transmitting the one or more powertrain-executable engine domain control commands to a powertrain of the vehicle, the powertrain configured to operate a plurality of gears, wherein the one or more powertrain-executable engine domain control commands enable the vehicle to track a reference kinematic trajectory associated with a vehicle speed driving plan within a predetermined tolerance.

Abstract: An apparatus for controlling engine idling of a hybrid electric vehicle having an engine, an electric motor and a driving motor includes: an engine target speed determination part to determine an engine target speed when an engine idle speed control is requested; an engine target torque determination part to determine an engine target torque when the engine idle speed control is requested; a speed control part to determine a control torque for maintaining an engine speed at a predetermined speed based on a difference value between the engine target speed and an engine actual speed; a power split part to determine an output torque of the electric motor and an engine compensation torque of the engine based the control torque; and a final engine torque determination part to sum the engine compensation torque and the engine target torque to determine a final engine torque.

Abstract: An aircraft propulsion system includes at least one hybrid-electric power plant for delivering power to an air mover for propelling an aircraft. The at least one hybrid-electric power plant includes a first thermal engine and an electrical motor arranged in a parallel drive configuration or in an in-line drive configuration. The aircraft propulsion system includes a second thermal engine operatively connected to the electrical motor to power the electrical motor. A method for providing propulsion to an aircraft includes delivering power to an air mover for propelling the aircraft with at least one hybrid-electric power plant. The at least one hybrid-electric power plant includes a first thermal engine and an electrical motor arranged in a parallel drive configuration or in an in-line drive configuration. The method includes powering the electrical motor with a second thermal engine.

Abstract: A method includes receiving technician data indicative of at least one diagnostic characteristic associated with one or more vehicles, wherein the at least one diagnostic characteristic is representative of a technician servicing event; interpreting the technician data to facilitate remote monitoring of the one or more vehicles; determining a potential root cause for a fault code of a particular vehicle of the one or more vehicles by comparing data of the particular vehicle to the technician data of one or more other vehicles; receiving a display request for a graphical user interface for formatting the graphical user interface in a desired graphical format based on the technician data; and providing the graphical user interface in the desired graphical format to a display device.

Abstract: Disclosed are methods and systems for monitoring a diesel generator system that includes a DPF filter in order to provide a highly efficient approach for monitoring the status of a DPF filter in order to determine if a regeneration is required. The methods and systems not only permit the ongoing determination of when a regeneration is appropriate in order to prevent excessive engine backpressure, but also accomplish this objective in a manner that reduces fuel consumption over the course of engine use.

Abstract: A plan creation apparatus includes a prediction unit configured to acquire an operation plan for an electrical device mounted on a vehicle and used for a service other than functions of the vehicle and to predict a demand for electric power of the electrical device based on the operation plan, and a planning unit configured to create a travel plan in which electric power supplied to the electrical device for the service is secured based on the demand for electric power.

Abstract: An apparatus for determining a sensing error of a LDC, which controls and senses an output and an output cutoff of a first current inputted to a first load of a vehicle and an output and an output cutoff of a second current for charging a battery, includes a battery control device that senses the second current and a third current for discharging the battery; a power control device that receives the first current, the second current, and the third current and calculates a fourth current inputted to a second load for controlling the vehicle driving by controlling an operation of switching element; and a controller that determines whether the sensing error of the LDC occurs based on the first current, the second current, the third current, and the fourth current.

Abstract: A drive unit includes: a rotary electric machine; a rotary electric machine case accommodating the rotary electric machine; an electric power conversion device electrically connected to the rotary electric machine and configured to convert electric power supplied to the rotary electric machine and electric power supplied from the rotary electric machine; and an output shaft extending out from the rotary electric machine case and configured to output power of the rotary electric machine. The electric power conversion device is arranged on one side of the rotary electric machine. The output shaft is arranged between the rotary electric machine and the electric power conversion device.

Abstract: A temperature control device for temperature control of a battery system has at least one battery subsystem. The temperature control device has a temperature control line for conducting a temperature control fluid and a pump device for generating a flow of the temperature control fluid in the temperature control line at least in a first flow direction. The temperature control line has at least one temperature control section which can be thermally conductively connected to the at least one battery subsystem for supplying and/or discharging thermal energy to or from the battery subsystem.