A robotic motorcycle may include a chassis, driven wheel assemblies, and a control loop stabilizer. The driven wheel assemblies may each include a wheel and a bevel gear. The wheel may be mounted to an axle for rotation about a drive axis and steering about a substantially vertical steering axis. A steer shaft may connect the axle to a steer assembly that controls rotation of the steer shaft about the steering axis to steer the wheel. A drive shaft may be coupled to a drive assembly that controls rotation of the drive shaft about the steering axis. The bevel gear may couple the other end of the drive shaft to the axle so that rotation of the drive shaft about the steering axis controls rotation of the wheel about the drive axis. The control loop stabilizer may determine parameters for the drive and steer assemblies to balance the motorcycle.

The vehicle system can include: a set of vehicle couplings (e.g., a tractor interface, a trailer interface, etc.); a chassis, a battery pack, an electric powertrain, a sensor suite, and a controller. The modular vehicle system can optionally include landing gear, a suspension, and any other suitable set of components. The vehicle system functions to structurally support and/or tow a trailersuch as a Class 8 semi-trailerand/or to augment/supplement a tractor propulsive capability (e.g., via a diesel/combustion engine) with a supplementary electric drive axle(s).

A rotor assembly for deployment within a momentum control device that enables near-zero revolutions per minute (RPM) sensing, and method for making same, are provided. The provided rotor assembly utilizes a magnet coupled to the rotor shaft and a stationary sensor element to detect magnetic flux from the magnet and derive reliable near zero RPM therefrom.

A material handling system includes storage rack configured to store one or more items. An Autonomous Mobile Unit (AMU) is configured to move within the storage rack to service the items. The storage rack includes at least one power rail to charge the AMU when within the storage rack. The AMU includes a wheel assembly with a cogwheel electrically connected to the power rail. The AMU includes a power supply electrically connected to the wheel assembly. The power supply includes a power converter electrically coupled to an Energy Storage System (ESS). The power rail includes a cog track with track teeth. The cogwheel includes cogwheel teeth intermeshed with the track teeth.

A device for controlling and supplying energy to components in vehicles, in particular utility vehicles, includes at least one support element which is paired with at least one first actuator component, and a first energy storage device which is mounted on the support element and which is designed to supply energy to the first actuator component. The first actuator component and/or at least one first controller is mounted on the support element, the first controller being designed to at least partly actuate the first actuator component. Additionally, at least one second controller can be mounted on the support element. The second controller is designed to at least partly actuate at least one second actuator component, wherein the support element is not paired with the second actuator component. Alternatively or in addition to the second controller, a second energy storage device can be mounted on the support element. The second energy storage device is designed to supply energy to the second actuator component.

The invention pertains to a method for planning a vehicle utilization of a vehicle (1), wherein at least one vehicle component is preconditioned during the vehicle utilization. The invention is characterized in that a point in time, a duration and/or a number of vehicle downtimes to be carried out during vehicle utilization are selected such that at least one traction battery (2) of the vehicle (1) has a charging status within a defined state of charging status area (3) at the beginning of a vehicle downtime, so that an amount of electrical energy provided by a boil-off management system during the vehicle downtime is stored completely in the traction battery (2) or is stored partially in the traction battery (2) and consumed completely by a third-party consumer (4) during the vehicle downtime, and an amount of electrical energy available in the traction battery (2) at the beginning of the vehicle downtime is sufficient to heat a fuel cell system (5) of the vehicle (1) to an operating temperature at the end of the vehicle downtime.

An electric snowmobile that prevents temperature rise of a control unit is provided. An electric snowmobile includes a body frame extending in a front-rear direction, a driver's seat supported by the body frame, an electric motor supported by the body frame, a ski supported by the body frame, a track mechanism including a track belt, supported by the body frame below the driver's seat, a battery that supplies electric power to the electric motor, and an inverter including an electronic component controlling a rotation of the electric motor and a housing for housing the electronic component. An opening is formed in the body frame so that a portion of the inverter is exposed from the opening to face the track belt.

Systems and methods for providing locked rotor protection for powertrains of electric vehicles are provided. One method for operating an electric vehicle includes receiving a command for propelling the electric vehicle, driving an electric motor of the powertrain of the electric vehicle, and determining that the powertrain is obstructed. After determining that the powertrain is obstructed, an output is generated to initiate one or more actions intended to protect the powertrain.

A circuit device includes a time-to-digital conversion circuit, to which a first clock signal generated using a first resonator, and having a first clock frequency, and a second clock signal generated using a second resonator, and having a second clock frequency different from the first clock frequency are input, and which converts time into a digital value using the first and second clock signals, and a PLL circuit adapted to perform phase synchronization between the first and second clock signals.

System, methods, and other embodiments described herein relate to a low-profile vehicle. In one embodiment, the low-profile vehicle includes a vehicle body having a profile that is substantially continuous around an outer perimeter of the vehicle. The profile is comprised of a fin extending outward from a lower edge of the vehicle body and meeting a ramp of the vehicle body at a concave curve. The ramp continues from the concave curve into a convex curve where the ramp transitions into a top surface of the vehicle body. The profile has an exaggerated s-shape. The low-profile vehicle includes a hatch disposed within the top surface. The vehicle includes a passenger compartment disposed within the vehicle body and accessible through the hatch. The passenger compartment is shaped to provide for a passenger to occupy the vehicle in a substantially lying down position.