An electric motor vehicle main circuit system includes an AC-DC switching circuit switching a supply destination of electric power according to a type of supplied power from an overhead wire, a transformer, a tap changer switching tap positions of the transformer, a CNV converting an output of the tap changer into a direct-current voltage, an AC contactor opening and closing a power supply path between the tap changer and the CNV, an FC accumulating an output of the CNV or the overhead wire, a CH stepping up an output of the FC, an FC accumulating an output of the CH, an INV converting an output of the FC into a desired alternating-current voltage, a DC contactor opening and closing a power supply path between the AC-DC switching circuit and the CH, and a control section controlling the tap changer, the AC contactor, the DC contactor, the CNV, and the CH.

A power conversion circuit includes first to fourth switching elements connected in series between ground and high voltage electrical paths, a first reactor, a main battery, a second reactor, a sub battery, a high voltage sensor for detecting a high voltage VH between the ground and high voltage electrical paths, and a controller. Upon issuance of an instruction for turning off all of the first to fourth switching elements, the controller determines that the third switching element is experiencing an ON failure when the high voltage VH is equal to the sum of a battery voltage VB.sub.1 of the main battery and a battery voltage VB.sub.2 of the sub battery, to thereby allow electrical power to be transferred between the batteries and a load even in the event of occurrence of the ON failure in the switching element.

A power conversion circuit includes first to fourth switching elements connected in series between ground and high voltage electrical paths, a first reactor, a main battery, a second reactor, a sub battery, a high voltage sensor for detecting a high voltage VH between the ground and high voltage electrical paths, and a controller. Upon issuance of an instruction for turning off all of the first to fourth switching elements, the controller determines that the third switching element is experiencing an ON failure when the high voltage VH is equal to the sum of a battery voltage VB.sub.1 of the main battery and a battery voltage VB.sub.2 of the sub battery, to thereby allow electrical power to be transferred between the batteries and a load even in the event of occurrence of the ON failure in the switching element.

An auxiliary power system for a motor vehicle includes a power generator that generates electricity to charge one or more auxiliary power system batteries. The motor vehicle includes an engine and drive train that distributes power from the engine to the drive wheels. The drive train can include a transmission, a drive shaft and a differential that connects the engine to the drive wheels. The power generator can be connected to the drive train (e.g., the transmission, the drive shaft or the differential) to draw power to generate electricity as well as to apply braking loads on the drive wheels to increase the ability to stop the motor vehicle.

An operation management system for a vehicle controllable by an operator to perform various vehicle actions, the system including a processor, a memory, and a human-machine interface. The processor is configured to record sequences of operator-initiated vehicle actions and compare the sequences. If at least two of the sequences contain the same operator-initiated vehicle actions, identify the at least two of the sequences as matching sequences, and communicate, by way of the human-machine interface, to the operator of the vehicle a suggested operating sequence based on the matching sequences.

Implementations of the present invention contemplate obtaining a more accurate estimated horizontal position error (EHPE) under conditions in which the telematics unit of a vehicle cannot receive GNSS signals. In particular, the invention contemplates determining that a vehicle is entering a parking garage and obtaining a more accurate estimated horizontal position error (EHPE) of the vehicle in the parking garage when GNSS signals are unavailable.

Implementations of the present invention contemplate obtaining a more accurate estimated horizontal position error (EHPE) under conditions in which the telematics unit of a vehicle cannot receive GNSS signals. In particular, the invention contemplates determining that a vehicle is entering a parking garage and obtaining a more accurate estimated horizontal position error (EHPE) of the vehicle in the parking garage when GNSS signals are unavailable.

Disclosed is an electric vehicle, comprising a chassis (1), a vehicle body and a power battery (71), wherein the chassis (1) comprises a frame system (2), a steering motor damping system (13) mounted on the frame system (2), a wheel system (12) connected to the steering motor damping system (13), a steering system (3) mounted on the frame system (2), and a braking system (4) mounted on the frame system (2); and the wheel system (12) comprises a left front wheel (121) using a hub motor, a left rear wheel (123) using a hub motor, a right front wheel (122) using a hub motor, and a right rear wheel (124) using a hub motor. Driving the wheels (121, 122, 123, 124) with the hub motors can omit a traditional mechanical transmission system, so as to simplify the structure of the chassis (1) and reduce the weight of the chassis (1). Compared with a traditional electric vehicle, the electrical vehicle has a lighter weight, smaller volume, reduced mechanical transmission loss, and improved electrical energy utilization rate.

A braking control method for a vehicle is provided. The vehicle distributes and transmits a driving force of a vehicle driving source to front and rear wheels based on a power distribution rate. The method includes determining a total braking force based on a brake signal corresponding to brake pedal manipulation, calculating a front and rear wheel braking force satisfying the total braking force, and calculating a regenerative and frictional braking force satisfying the total braking force. The method further includes determining a power distribution rate range to the front and rear wheels during braking using the calculated front and rear wheel braking force and regenerative braking force, determining a power distribution rate to the front and rear wheels based on a vehicle driving condition, within the determined power distribution rate range; and adjusting distribution of the power to the front and rear wheels at the power distribution rate.

A device installation system for providing a tool for use by installers to assist in obtaining vehicle specific information such as wiring diagrams, technical information and direct access to technical support technicians. The system further provide for testing, trouble shooting and configuration of installed vehicle devices.