Systems and methods for energy storage and management may be useful for a variety of applications, including launch devices. A system can include a direct current (DC) bus configured to operate within a predetermined range of voltages. The system can also include an array comprising a plurality of ultra-capacitors connected to the DC bus and configured to supply the DC bus with energy. The system can further include an input configured to receive energy from a power grid, wherein the power grid is configured to supply fewer than 250 amps of power. The system can additionally include an output configured to supply more than 250 amps of power. The system can also include a controller configured to control charging and discharging of the array of ultracapacitors and configured to control the DC bus to remain within the predetermined range of voltages.

An exemplary electrified vehicle assembly includes a cable connected to an electrified vehicle battery. The cable has a coiled portion providing an inductor.

A direct-current (DC) power generation system for a vehicle, a boosting shunt regulator, and a method of regulating the output of an AC generator with the boosting shunt regulator are provided. The boosting shunt regulator includes gated power switches electrically coupled between AC generator contacts and output contacts. A shunt operates the power switches at duty cycles selected to boost the AC voltages output by the AC generator.

Disclosed are a power assisted towing mode control method and system for ecofriendly vehicles. The power assisted towing mode control method is executed to control a power assisted towing mode between a first vehicle as a towing vehicle and a second vehicle as a towed vehicle, and includes determining, by the first vehicle, whether or not an accelerator pedal amount exceeds a threshold value, calculating, by the first vehicle, driver request torque based on the accelerator pedal amount, calculating, by the first vehicle, motor allowable torque based on the driver request torque, receiving, by the second vehicle, the motor allowable torque and calculating motor dischargeable torque based on the motor allowable torque, and performing, by the second vehicle, motor torque output based on the motor dischargeable torque.

A power converter, includes a housing and a busbar arrangement, which is arranged inside the housing, wherein the power converter is designed to guide an alternating current along the busbar arrangement, the power converter also includes at least one planar flux-conducting element made of a magnetically highly permeable material, which is arranged between a wall of the housing and the busbar arrangement.

A magnetic levitation train system with an asymmetrical power distribution is provided, having a train which is moved through a track that is at least partly located within an airless tube, the track having at least two stations, having each section of the track between two correlative stations the following zones: an acceleration zone located at the beginning of the section, having a plurality of consecutive winding segments electrically connected to each other and to a current supply, a deceleration zone, comprising a plurality of consecutive winding segments electrically connected to each other and to a current supply, and a cruise zone in which the train is moved on a cruise speed, located between the acceleration zone and the deceleration zone, having a plurality of winding segments electrically connected to a current supply, and comprising a plurality of empty spaces between some of the winding segments.

A power electronics converter includes a converter commutation cell having a power circuit and a gate driver circuit. The power circuit includes at least one power semiconductor switching element and at least one capacitor. Each power semiconductor switching element is included in a power semiconductor prepackage. The gate driver circuit is configured to provide switching signals to a gate terminal of each power semiconductor switching element, and a peak rated power output of the power electronics converter is greater than 25 kW and a value of a converter parameter γ is less than or equal to 150 fFs/W, where the converter parameter γ is a total rated capacitance of the at least one capacitor of the power circuit divided by a product of the peak rated power output of the power electronics converter and a maximum switching frequency of the switching signals.

A motor apparatus is provided. The motor apparatus includes a motor having a rotor and a stator, an inverter used to covert an input voltage into a three-phase alternating current (AC) voltage and provide the three-phase AC voltage to the motor, an inverter controller used to control the inverter, and a rotation angle sensor. The rotation angle sensor is fixed to the motor and is used to detect a rotation angle of the motor. The inverter controller includes a calculator. The calculator calculates an offset angle of an installation position of the rotation angle sensor according to a difference between a measured value and a theoretical value of a voltage phase of the motor.

A method of controlling posture of a vehicle is provided to determine a minute tendency of understeer or oversteer of the vehicle and to control the posture of the vehicle when recognizing the minute tendency of the understeer or oversteer while driving the vehicle straight. The includes determining whether torque is applied to drive wheels while driving the vehicle and acquiring equivalent inertia information of a drive system in real time based on drive system operation information in response to determining that the torque is being applied to the drive wheels. The understeer or oversteer of the vehicle is determined from the equivalent inertia information obtained in real-time.

A method of controlling posture of a vehicle is provided to determine a minute tendency of understeer or oversteer of the vehicle and to control the posture of the vehicle when recognizing the minute tendency of the understeer or oversteer while driving the vehicle straight. The includes determining whether torque is applied to drive wheels while driving the vehicle and acquiring equivalent inertia information of a drive system in real time based on drive system operation information in response to determining that the torque is being applied to the drive wheels. The understeer or oversteer of the vehicle is determined from the equivalent inertia information obtained in real-time.