A traction battery assembly according to an exemplary aspect of the present disclosure includes a traction battery, an electric machine, an electrical harness assembly, a protrusion adjacent the electrical harness assembly. The protrusion is configured to move from a first position to a second position in response to a loading event. When the protrusion is in the first position, the electric machine is electrically coupled to the traction battery through the electrical harness assembly. When the protrusion is in the second position, the electric machine is electrically decoupled from the traction battery.

The present power conversion device includes an inverter, a step-up/down converter, a first capacitor, a second capacitor, a voltage sensor, a control device, and a backup power supply. The auxiliary device is connected between the first DC power supply and the step-up/down converter, and the control device includes an abnormality determination unit configured to determine that an abnormality has occurred when a control voltage is equal to or lower than a first threshold value, and a control unit configured to execute discharge control when the abnormality determination unit determines that the abnormality has occurred and an inter-terminal voltage measured by the voltage sensor is equal to or lower than a second threshold value.

The vehicle power supply apparatus includes: a drive power supply that supplies electric power to a motor for generating drive power; an auxiliary power supply that supplies electric power to a motor controller and door lock controllers; and a backup power supply. A control method for the vehicle power supply apparatus includes: discharging the in-vehicle equipment by using the electric power that is supplied from the backup power supply when it is determined that a vehicle has collided with an obstacle; and operating the door lock controllers by using the electric power that is supplied from the backup power supply after a lapse of a specified time period since initiation timing of the discharging step so as to unlock doors.

A bicycle with an electric pedal assist motor capable of driving a chainring independent of cranks includes wheel speed sensors and crank cadence sensors. The wheel speed sensors and the crank cadence sensors measure wheel speed and crank cadence, respectively, and provide the measured wheel speed and crank cadence to controller of the bicycle. The controller activates motor overdrive based on the measured wheel speed and/or the measured crank cadence.

The present disclosure provides a chassis assembly and a vehicle. The chassis component includes: a chassis provided with a plurality of mounting positions and configured to install a battery module; a quick-release device through which the battery module is installed on the mounting positions, wherein the quick-release device is controlled by a control system; and a voltage electrical connecting assembly electrically connected to the battery module, wherein the voltage electrical connecting assembly is controlled by the control system. The vehicle includes the chassis assembly.

A system according to the present invention comprises: a power source which generates a first low voltage from a supplied high voltage; a capacitor which suppresses fluctuations in the high voltage; and a first device which operates by using the first low voltage as an electric power source and which increases its own current consumption when supply of the high voltage to the power source has stopped.

A vehicle rear-side structure is configured to ease an impact applied onto a battery pack of a vehicle upon an occurrence of a collision. The vehicle rear-side structure includes side frames and a rear-end-collision impact reducer. The side frames extend in a front-rear direction of the vehicle and are disposed at positions at which the side frames sandwich the battery pack therebetween in a widthwise direction of the vehicle. The rear-end-collision impact reducer is disposed between and above the side frames at a rear side of the battery pack. The rear-end-collision impact reducer is configured to allow air, which is to be sent to a battery stack included in the battery pack, to flow through the rear-end-collision impact reducer.

Methods, systems, and apparatus for a multipoint safety isolation system. The multipoint isolation system includes one or more isolation triggers that connect to multiple low voltage (LV) battery components and multiple high voltage (HV) battery components. The multiple LV battery components include an LV battery. The multiple HV battery components include multiple HV batteries. The one or more isolation triggers are configured to isolate at least one of the LV battery from the multiple HV batteries or a first subset of the multiple HV batteries from a second subset of multiple HV batteries. The multipoint isolation system includes an electronic control unit (ECU) configured to activate the one or more isolation triggers.

A power conversion device includes a main battery, an auxiliary battery, an inverter circuit, a high-voltage wiring, a smoothing capacitor, a main wiring, a subsidiary wiring, a DC-DC converter and a controller. The DC-DC converter is connected to a high-potential wire of the main wiring, a low-potential wire of the main wiring, a high-potential wire of the subsidiary wiring, a low-potential wire of the subsidiary wiring, the high-potential wire of the high-voltage wiring and the low-potential wire of the high-voltage wiring. The controller is connected to the auxiliary battery and the DC-DC converter. The DC-DC converter is configured to supply a power stored in the smoothing capacitor to the controller through the DC-DC converter such that the controller drives the inverter circuit and that the power stored in the smoothing capacitor is supplied to the motor through the inverter circuit, when a collision of the vehicle is detected.

A vehicle includes a motor serving as a driving source configured to run the vehicle, and a high-power and high-capacity assembled batteries, each of the assembled batteries being formed to include secondary batteries configured to supply an electric power to the motor, the secondary batteries of the assembled batteries being housed in different cases. The high-power and high-capacity assembled batteries are arranged around a luggage space located in a rearward portion of the vehicle. The high-power assembled battery is chargeable and dischargeable with a current larger than a current in the high-capacity assembled battery. The high-capacity assembled battery has an energy capacity larger than an energy capacity of the high-power assembled battery. The high-capacity assembled battery is arranged above or below the high-power assembled battery in the vehicle, and at least a portion of the high-capacity assembled battery protrudes from the high-power assembled battery rearward in the vehicle.