The present invention relates to a power management system of a pure electric vehicle powered exclusively by batteries which allows the vehicle to carry a load of up to 13 tons, where the system of the present invention is provided with five blocks: a battery system (SBAT) (3), a control and power logic unit (ULCP) (4), a traction system (STR) (5), an auxiliary system (SAX) (36), and a driver's control panel (PCM) 81, where such blocks are interconnected by two buses, CAN bus (128) and Digital/Analogical BDA (129). The battery system has two battery banks (1) and (2) in parallel which are monitored by the BMS (76). The BMS (76) checks whether the voltages at the output of the batteries are the same as the input of the inverter (8) and manages the use of the battery banks in conjunction with the eVSI (73) by operating the battery bank (1) or the battery bank (2) or both depending on the load conditions of each bank. The eVSI (73) coordinates the control and power logic unit (ULCP) (4) which, through its components, controls the flow of energy between the battery banks, the traction system (STR) (5) and the auxiliary system (SAX) (36).

A propulsion control system for a marine vessel includes a plurality of propulsion devices steerable to propel the marine vessel, at least one proximity sensor that determines a relative position of the marine vessel with respect to an object, wherein the at least one proximity sensor has a field of view (FOV). A controller is configured to identify a trigger condition for expanding the FOV of the at least one proximity sensor and control thrust and/or steering position of at least one of the plurality of propulsion devices to expand the FOV of the at least one proximity sensor by inducing a roll movement or a pitch movement of the marine vessel.

A vehicle drive device includes: rotary electric machine; rotor support member; friction engagement device disposed at position on inner side in radial direction with respect to a rotor and at which friction engagement device overlaps rotor as viewed in radial direction along radial direction; and a first and second bearing that rotatably support rotor support member. Friction engagement device has a first and second engagement device disposed side by side in axial direction. First piston portion of first engagement device and a second piston portion of second engagement device are disposed separately on both sides in axial direction across a first and a second friction member. First bearing is disposed at a position at which first bearing overlaps first piston portion as viewed in the radial direction. Second bearing is disposed at a position at which second bearing overlaps second piston portion as viewed in the radial direction.

An electrical system for operating an AC electric motor in conjunction with a DC electrical energy storage and a DC electrical energy source is presented. It includes a multi-phase inverter or set of inverters, wherein multiple AC phases of the inverter or inverters are coupled to the motor, and separate DC connections of the inverter or inverters are coupled to the DC electrical energy source and the DC electrical energy storage.

A vehicle may include a motor including first, second, and third windings connected to the neutral node; an inverter including first switching elements, second switching elements, third switching elements; a battery configured to receive the boosted voltage; a first current sensor; a second current sensor; a third current sensor; and a controller may determine an average duty ratio of a pulse width modulated signal based on the charging voltage and battery voltage of the battery, and determine a duty ratio of a pulse width modulated signal, and the controller may determine the duty ratio of the pulse width modulated signal provided to the first switching elements based on the average duty ratio of the pulse width modulated signal provided to the inverter, to the second switching elements, and to the third switching elements when the first current sensor fails.

An independent cart system includes an inductive link for contactless power transfer between a track and each mover as the mover travels along the track. A system for contactless data transmission between movers and a controller in the independent cart system includes a transmitter and/or receiver mounted on each mover and a complementary receiver and/or transmitter mounted on a track. The transmitter receives data to be transmitted across the inductive link and modulates a voltage present on either the primary or secondary winding to which it is coupled. The modulated voltage present on one winding induces a corresponding modulation on the voltage present on the other winding. A receiver operatively connected to the other side of the inductive link detects the modulated voltage and decodes the data from the modulated voltage received across the inductive link.

What is provided is a damping arrangement for power electronics applications having a circuit board, and a current sensor electrically connected to the circuit board, which current sensor is held in a current sensor housing, and an electrical contact pin passing through the circuit board and surrounded by the current sensor housing, wherein a damping element is arranged between the current sensor housing and the electrical contact pin.

A vehicle control apparatus includes an inverter controller. The inverter controller holds a plurality of control maps for an inverter. The inverter supplies electric power to a drive motor. The drive motor drives a drive wheel of the vehicle. The inverter controller selects any one of the plurality of control maps on a basis of a notification instruction that instructs to notify a driver of information. The inverter controller controls an operation of the inverter on a basis of the control map selected.

An improved system for preventing collisions between movers while improving throughput in a linear drive system utilizes a continually variable vehicle length for each mover. A vehicle length is assigned to each mover, where the vehicle length is a minimum track length required by the vehicle to avoid physically contacting a neighboring vehicle along the track. The vehicle length for each mover is then determined for each location along the track based on both the track geometry and the mover geometry. The vehicle length is continually variable along the length of the track allowing movers to be positioned as close together as possible for each location along the track based on both the track geometry and the mover geometry. The continually variable vehicle length provides collision prevention between movers while increasing throughput of movers along segments of the track that do not require the largest spacing between movers.

A method for performing a sideway displacement of a marine vessel. The marine vessel includes a first and a second propulsion unit, a first and a second rudder respectively associated with the first and the second propulsion units, and a bow thruster. The first and the second propulsion units, the first and the second rudders and the bow thruster are operable via a single driver interface. The method includes the steps of; via the single driver interface operate the first and the second propulsion units and the bow thruster so as to provide a total thrust and set the rudder angles of the first and the second rudders, to thereby steer the displacement of the marine vessel during the sideway displacement.