A method for actuating a vehicle drive. If a fault occurs in the electric drive or in a component connected thereto, the inverter generates an AKS state in the form of an active short circuit of phase connections of the electric machine, or a freewheeling state of the electric machine. Once the fault has occurred, steps AKS and F are executed alternately. Step AKS: setting the AKS state if a phase current flowing through the phase connections is below a first current limit and changing over to step F if the phase current reaches the first current limit; Step F: setting the freewheeling state if a DC voltage generated by the electric machine is below a first voltage limit and changing over to step AKS if the DC voltage is above the first voltage limit. A changeover from step AKS to step F if the phase current reaches a second current limit below the first current limit. A changeover from step F to step AKS if the DC voltage reaches a second voltage limit below the first voltage limit. A vehicle drive and a corresponding control program are used to execute the method.

A method for actuating a vehicle drive. If a fault occurs in the electric drive or in a component connected thereto, the inverter generates an AKS state in the form of an active short circuit of phase connections of the electric machine, or a freewheeling state of the electric machine. Once the fault has occurred, steps AKS and F are executed alternately. Step AKS: setting the AKS state if a phase current flowing through the phase connections is below a first current limit and changing over to step F if the phase current reaches the first current limit; Step F: setting the freewheeling state if a DC voltage generated by the electric machine is below a first voltage limit and changing over to step AKS if the DC voltage is above the first voltage limit. A changeover from step AKS to step F if the phase current reaches a second current limit below the first current limit. A changeover from step F to step AKS if the DC voltage reaches a second voltage limit below the first voltage limit. A vehicle drive and a corresponding control program are used to execute the method.

The present application describes systems and methods for detecting more than a predetermined number of riders on a vehicle. Embodiments may either infer or directly measure the mass of the user and the vehicle using one or more sensors on the vehicle to calculate the mass using a microprocessor coupled to the one or more sensors. The system and methods may take various steps to encourage riders to dismount the vehicle if the total number of riders, determined by weight, exceeds the allowed number.

The present application describes systems and methods for detecting more than a predetermined number of riders on a vehicle. Embodiments may either infer or directly measure the mass of the user and the vehicle using one or more sensors on the vehicle to calculate the mass using a microprocessor coupled to the one or more sensors. The system and methods may take various steps to encourage riders to dismount the vehicle if the total number of riders, determined by weight, exceeds the allowed number.

A vehicle powertrain has a first electrical machine with first power electronics and a second electrical machine with second power electronics. In symmetrical operation, the first and second electrical machines are loaded or operated with the same torque and with the same torque gradient. In a non-symmetrical operation, the first and second electrical machines are loaded or operated with a different torque and/or with a different torque gradient. If, after non-symmetrical operation the symmetrical operation is resumed, a subsequent modified operation can be used in which the electrical machine that was loaded or operated in non-symmetrical operation with higher torque and/or a higher torque gradient, is loaded or operated with a limited torque and/or with a limited torque gradient or is switched off or decoupled for a defined period of time, thereby at least partially compensating for a different aging of the electrical machines due to non-symmetrical operation.

A vehicle powertrain has a first electrical machine with first power electronics and a second electrical machine with second power electronics. In symmetrical operation, the first and second electrical machines are loaded or operated with the same torque and with the same torque gradient. In a non-symmetrical operation, the first and second electrical machines are loaded or operated with a different torque and/or with a different torque gradient. If, after non-symmetrical operation the symmetrical operation is resumed, a subsequent modified operation can be used in which the electrical machine that was loaded or operated in non-symmetrical operation with higher torque and/or a higher torque gradient, is loaded or operated with a limited torque and/or with a limited torque gradient or is switched off or decoupled for a defined period of time, thereby at least partially compensating for a different aging of the electrical machines due to non-symmetrical operation.

In accordance with at least one aspect of the present disclosure, there is provided a method for controlling power in an aircraft. The method includes, monitoring an electric energy storage module electrically connected to an electrical bus for an exceedance of a first current limit and monitoring a generator module connected to the electrical bus for an exceedance of a second current limit. If the current limit of either of the electric energy storage module or the generator module is exceeded by a predetermined exceedance amount, the method includes reducing a power consumption for an electric machine by a predetermined bias until the exceedance of the electrical energy storage and the exceedance of the generator module are both less than or equal to zero.

A method comprises: generating a torque command for a motor of a vehicle, the torque command generated by a motor controller based at least in part on driver input; generating, by a feedback control scheme of the motor controller, a correction for the torque command; determining, by the motor controller, whether a lash crossing event is expected to occur within a time period; in response to a determination that the lash crossing event is expected to occur within the time period, modifying the torque command with the correction to generate a resulting torque command; and controlling the motor using the resulting torque command.

A method comprises: generating a torque command for a motor of a vehicle, the torque command generated by a motor controller based at least in part on driver input; generating, by a feedback control scheme of the motor controller, a correction for the torque command; determining, by the motor controller, whether a lash crossing event is expected to occur within a time period; in response to a determination that the lash crossing event is expected to occur within the time period, modifying the torque command with the correction to generate a resulting torque command; and controlling the motor using the resulting torque command.

A method of controlling a drive system torque of an electric vehicle for generating a torque by evading a backlash band to prevent the occurrence of backlash in the drive system includes determining, by a controller, whether a plurality of predetermined entry conditions for entering a responsiveness priority mode of the vehicle are satisfied in a predetermined order based on vehicle driving information in a state in which control of a power priority mode is performed, and transitioning, by the controller, a mode to the responsiveness priority mode when it is determined that the plurality of entry conditions are sequentially satisfied and performing control of the responsiveness priority mode.