The disclosure relates to an electric aircraft propulsion assembly comprising: an electric storage unit; a first electric motor connected to power a first propulsor; a first converter configured as a DC:AC converter having input connections connectable to the electric storage unit and output connections connected across the first electric motor, the first converter configured as a DC:AC converter; a second electric motor connected to power a second propulsor; a second converter connected between the first converter input connections and the second electric motor; and a controller configured to control operation of the first and second converters, wherein the second converter is operable as a DC:AC converter to convert the DC supply from the electric storage unit to an AC supply across the second electric motor and as a DC:DC converter to convert the DC supply from the electric storage unit at a first DC level to a DC supply at the input connections of the first converter at a second DC level.

There has been a drawback in that current command values need to be set for a current command unit of a power conversion device in accordance with efficiency, and thus the number of operation steps increases. In the power conversion device connected between a three-phase AC rotating machine and a DC power supply and configured to convert DC power into AC power, a DC voltage value, of the DC power supply, that is to be inputted to a current command unit of the power conversion device is corrected on the basis of an efficiency index, and a current command value to be outputted by the current command unit is changed on the basis of the corrected DC voltage value and a torque command value, whereby the efficiencies of the power conversion device and the three-phase AC rotating machine are controlled.

A motor drive device includes a power conversion circuit that drives an AC motor and a controller that controls the power conversion circuit. The controller includes a command current calculation unit generating a command current according to command torque for the AC motor and a current control unit that performs feedback control for adjusting a current applied to the AC motor to the command current. The controller also includes a control gain setting unit that calculates a control gain used for the feedback control based on the command torque and sets the calculated control gain in the current control unit. The control gain setting unit performs control such that a time from a decrease of an absolute value of the command torque to switching of the control gain is longer than a time from an increase of the absolute value of the command torque to switching of the control gain.

A method of controlling motor torque for learning a resolver offset of an electric vehicle includes steps of: determining whether a condition for offset learning mounted to a main drive motor and to an auxiliary drive motor is satisfied; controlling an output torque of a learning drive motor, which includes a resolver to perform the offset learning among the main drive motor and the auxiliary drive motor to a zero torque, when the condition for performing the offset learning is satisfied; increasing an output torque of a non-learning drive motor, which includes a resolver not performing the offset learning among the main drive motor and the auxiliary drive motor by a torque reduction amount, when the learning drive motor outputs zero torque; and performing the offset learning of the resolver mounted to the learning drive motor.

A method to control a road vehicle during a slip of the drive wheels and having the steps of: detecting a slip of at least one drive wheel; and controlling, only during a slip of at least one drive wheel, a driving unit of the road vehicle with a signalling law so as to obtain a cyclic operating irregularity, which generates an abnormal vibration and/or an abnormal noise.

A method for increasing a default electric stall torque limits in a motor vehicle having an electrified powertrain inclusive of a traction power inverter module (TPIM) connected to an electric traction motor includes receiving vehicle level inputs via a controller. The controller is programmed with the default electric stall torque limits. The method includes selecting an inverter control strategy, via the controller, as a selected inverter control strategy in response to the vehicle level inputs, the strategy including temporarily increasing the default electric stall torque limits while applying a pulse width modulation (PWM) type at a corresponding PWM switching frequency. The method also includes controlling an output state of the TPIM and the electric traction motor over a calibrated duration, via the controller, using the selected inverter control strategy. A motor vehicle includes the controller, road wheels, TPIM, and traction motor.

An electric-vehicle propulsion control system to drive an electric vehicle includes a plurality of motors, an inverter to apply a common voltage to the plurality of motors, and at least one opening/closing unit or opening/closing unit to enable switching between electrical opening and conduction between the inverter and at least one of the motors.

An electric-vehicle propulsion control system to drive an electric vehicle includes a plurality of motors, an inverter to apply a common voltage to the plurality of motors, and at least one opening/closing unit or opening/closing unit to enable switching between electrical opening and conduction between the inverter and at least one of the motors.

A vehicle includes a gear mechanism connected to a driving wheel; a traveling electric motor configured to exchange heat with a heat exchange medium shared by the gear mechanism and output motive power to the driving wheel via the gear mechanism; and a controller configured to change an operating point of the traveling electric motor to a stronger field side rather than a maximum efficiency point in a case that a temperature of the heat exchange medium is less than a predetermined temperature.

A rotation electric machine controller includes: a torque command value acquisition section that acquires a torque command value for a rotation electric machine; and a setting section that sets a negative limit value limiting a d-axis current command value. The setting section sets the limit value having a larger absolute value in a case where the torque command value is large, in comparison to a case where the torque command value is small.