Techniques and systems are described that enable multiple current source prioritization with overvoltage protection.

An aircraft having a hybrid power source includes two horizontal drive units, four vertical drive units, a vertical drive unit comprising a power supply bus the output of which may be connected to a single horizontal drive unit which may be connected to at least two vertical drive units via a switch, two power generation sources connected, on the one hand, to each of the power supply buses by a respective input of the corresponding vertical drive unit and, on the other hand, to each horizontal drive unit via the respective output of each vertical drive unit, and a power supply command arranged to send a power command to the power generation sources according to the power requirements of the vertical drive units and/or horizontal drive units. The power generation sources are also suitable for recharging power sources of the vertical drive units.

Power generation control devices (4) of respective power generators (1) transmit conduction rates of field coils (101) of the respective power generators (1) to an external control device (5), while the external control device (5) obtains an average value of the conduction rates, obtains a field duty limiting command value for limiting the conduction rate of the field coil (101) determined by the power generation control device (4) based on the average value, and transmits the field duty limiting command value to the power generation control device (4). With this operation, the power generation control device (4) limits power generation amounts of the respective power generators (1) based on the command value, to thereby equalize the power generation amounts of the respective power generators (1).

A current sensor device includes a bus bar that is to be connected to a plate-shaped terminal of a semiconductor device, a magnetoelectric conversion element that is configured to detect a current flowing through the bus bar, and a resin portion that integrally holds the magnetoelectric conversion element and the bus bar. The bus bar has one end protruding from the resin portion, and the one end of the bus bar includes a penetration portion defined by wall surfaces. The wall surfaces includes a pair of opposing wall surfaces opposing to each other. At least one of the opposing wall surfaces is configured to be connected to the terminal.

Provided is an electric motor vehicle including a secondary battery, an electric motor, and a control device that controls an input to and an output from the secondary battery. Using an SOC of the secondary battery, the control device calculates a first OCV that is an OCV based on an assumption of absence of a change in voltage due to polarization. Using a voltage and a current of the secondary battery, the control device calculates a second OCV that is an OCV including a change in voltage due to polarization. When a voltage difference between the first OCV and the second OCV resulting from discharging of the secondary battery is large, the control device augments a limit value of electricity input into the secondary battery to be higher than a limit value when the voltage difference is small.

This disclosure describes at least embodiments of a power management system for a vehicle. The vehicle can include a first transducer and a second transducer supported by a housing of the vehicle. The first transducer can be powered by a first battery, and the second transducer can be powered by a second battery different from the first battery. The first transducer and the second transducer can propel the housing, and the second transducer can charge the second battery. Electronic circuitry can cause the first battery to power the first transducer while the second transducer charges the second battery.

In an electrical traction drive for a vehicle comprising at least two individual wheel drives that are to be controlled independently of each other, the drives are able to be operated redundantly in order for an emergency operating function to be implemented.

This disclosure describes at least embodiments of an aircraft monitoring system for an electric or hybrid airplane. The aircraft monitoring system can be constructed to enable the electric or hybrid aircraft to pass certification requirements relating to a safety risk analysis. The aircraft monitoring system can have different subsystems for monitoring and alerting of failures of components, such as a power source for powering an electric motor, of the electric or hybrid aircraft. The failures that pose a greater safety risk may be monitored and indicated by one or more subsystems without use of programmable components.

An electrical power system for regenerative loads may include a DC bus and an electrical actuator load, where back-driving the electrical actuator load generates regenerative electrical energy, and where the electrical actuator load is configured to transmit the regenerative electrical energy to the DC bus. The system may also include at least one additional load, where at least a portion of the regenerative electrical energy is transmitted to the at least one additional load.

To accomplish the invention, each individual stator pole winding has its own voltage and amperage matched battery, capacitor or storage device pack or packs and winding system controller or controllers which are signaled for operations and timing for the operation of all the similar other windings in the whole Electric Motor, Generator and battery combination without the necessity of wired interconnection of whole Electric Motor, Generator and battery combination winding electrical power in order to accomplish Electric Motor, Generator and battery combination functions.