A controller for a motor vehicle powertrain, the controller being configured to control the amount of torque generated by each of a plurality of drive torque sources, each drive torque source being coupled via a respective torque transfer arrangement to a respective group of one or more wheels, the controller being configured to cause a first of the drive torque sources, during acceleration, deceleration and substantially constant speed operation, substantially continually to apply a drive torque to a first group of one or more wheels to which the first drive torque source is coupled acting in a first direction relative to a longitudinal axis of the vehicle and causes a second of the drive torque sources, during acceleration, deceleration and substantially constant speed operation, substantially continually to apply a drive torque to a second group of one or more wheels to which the second drive torque source is coupled, the direction of drive torque applied to the second group being in a second direction opposite the first such that a net drive torque applied to the first and second group in combination corresponds substantially to a predetermined drive torque demand value, the predetermined torque demand value being determined at least in part by reference to a torque demand signal received by the controller.

A device for supplying energy to a sensor arrangement in a rail vehicle. The device has at least one second electrical conductor which has an inductive coupling to a first electrical conductor. The first electrical conductor connects a converter to a motor of the rail vehicle. The device has a switching module which is operated by way of an operating voltage and has the purpose of processing signals of at least one sensor. The at least one sensor serves to acquire data and/or detect a state of a vehicle component. The switching module is connected to a second electrical conductor. The second electrical conductor is configured to generate the operating voltage from an alternating voltage, applied to the first conductor, by way of induction in the second electrical conductor.

A vehicle includes a first and second motors, a high-voltage device, and a power converter. The power converter is disposed between the first and second motors. The power converter is configured to convert the electric power and to supply the converted electric power to the first and second motors. The power converter has a substantially rectangular parallelepiped shape that has a first side wall, a second side wall opposite to the first side wall, a third side wall, and a fourth side wall opposite to the third side wall. The first connector is provided on the first side wall and is connected to a first three-phase line via which the first motor is electrically connected to the power converter. The second connector is provided on the third side wall and is connected to a second three-phase line via which the second motor is electrically connected to the power converter.

A vehicle includes a first and second motors, a high-voltage device, and a power converter. The power converter is disposed between the first and second motors. The power converter is configured to convert the electric power and to supply the converted electric power to the first and second motors. The power converter has a substantially rectangular parallelepiped shape that has a first side wall, a second side wall opposite to the first side wall, a third side wall, and a fourth side wall opposite to the third side wall. The first connector is provided on the first side wall and is connected to a first three-phase line via which the first motor is electrically connected to the power converter. The second connector is provided on the third side wall and is connected to a second three-phase line via which the second motor is electrically connected to the power converter.

A drive system with one or more electrically driven axles, a transmission subsystem, which is drivingly coupled to a drive gearbox of each of the electrically driven axles, first and second motors, which are each drivingly coupled to the transmission subsystem and have different motor characteristics, and a controller. The drive gearbox of each axle transmits rotary power to an associated set of vehicle wheels. The controller controls the first and second motors responsive to at least a torque request. Over a significant portion of the operating range of the drive system, the controller is configured to vary the respective magnitudes of the rotary power provided by the first and second motors to satisfy the torque request in a manner that maximizes a combined efficiency of the motors in a predetermined manner.

An electric locomotive includes a first control line and DC buses laid between couplers, a power storage device connected to the DC buses, and a DC/DC converter that executes charge and discharge control with respect to the power storage device. A non-powered vehicle includes DC buses connected to the DC buses via a coupler, a second control line, a power storage device connected to the DC buses via a circuit breaker, and a BMU that manages the power storage device. The DC/DC converter executes power accumulation control with respect to the power storage device and power accumulation control with respect to the power storage device. When having determined abnormality of the power storage device, the BMU controls the circuit breaker to be turned off, thereby cutting off electrical connection between the power storage device and the DC buses.

An electric locomotive includes a first control line and DC buses laid between couplers, a power storage device connected to the DC buses, and a DC/DC converter that executes charge and discharge control with respect to the power storage device. A non-powered vehicle includes DC buses connected to the DC buses via a coupler, a second control line, a power storage device connected to the DC buses via a circuit breaker, and a BMU that manages the power storage device. The DC/DC converter executes power accumulation control with respect to the power storage device and power accumulation control with respect to the power storage device. When having determined abnormality of the power storage device, the BMU controls the circuit breaker to be turned off, thereby cutting off electrical connection between the power storage device and the DC buses.

This invention concerns an electric drive system (200) for driving an output. The electric drive system comprises: a first electric motor (250) arranged to drive a first input shaft (230) at a first angular velocity, ω.sub.1, and a second electric motor (260) arranged to drive a second input shaft (240) at a second angular velocity, ω.sub.2. A gear mechanism (210) is provided and is arranged to transmit angular rotation of the first (230) and second (240) input shafts to drive the output (220) at an output angular velocity, ω.sub.out, such that ω.sub.out is proportional to aω.sub.1-bω.sub.2, where a and b are constants. The electric drive system (200) further comprises a controller (270) arranged to control operation of the first (250) and second (260) electric motors. When the output (220) is to be driven from ω.sub.out=0, the controller (270) is arranged to control the first (250) and second (260) electric motors to drive the first (230) and second (240) input shafts. The input shafts are driven in a first phase to primary first and second angular velocities, ω.sub.1,p and ω.sub.2,p, such that aω.sub.1,p≈bω.sub.2,p. The input shafts are also subsequently driven in a second phase in which the first angular velocity, ω.sub.1, or the second angular velocity, ω.sub.2, or both are varied such that aω 1≠b.sub.ω2 and the output is driven from ω.sub.out=0. The result of this is that the motors run in a more efficient part of their output profile, even whilst the vehicle is at rest, pulling off (especially in situations of high output load such as on off-road or otherwise difficult terrain), or moving at low velocity.

This invention concerns an electric drive system (200) for driving an output. The electric drive system comprises: a first electric motor (250) arranged to drive a first input shaft (230) at a first angular velocity, ω.sub.1, and a second electric motor (260) arranged to drive a second input shaft (240) at a second angular velocity, ω.sub.2. A gear mechanism (210) is provided and is arranged to transmit angular rotation of the first (230) and second (240) input shafts to drive the output (220) at an output angular velocity, ω.sub.out, such that ω.sub.out is proportional to aω.sub.1-bω.sub.2, where a and b are constants. The electric drive system (200) further comprises a controller (270) arranged to control operation of the first (250) and second (260) electric motors. When the output (220) is to be driven from ω.sub.out=0, the controller (270) is arranged to control the first (250) and second (260) electric motors to drive the first (230) and second (240) input shafts. The input shafts are driven in a first phase to primary first and second angular velocities, ω.sub.1,p and ω.sub.2,p, such that aω.sub.1,p≈bω.sub.2,p. The input shafts are also subsequently driven in a second phase in which the first angular velocity, ω.sub.1, or the second angular velocity, ω.sub.2, or both are varied such that aω 1≠b.sub.ω2 and the output is driven from ω.sub.out=0. The result of this is that the motors run in a more efficient part of their output profile, even whilst the vehicle is at rest, pulling off (especially in situations of high output load such as on off-road or otherwise difficult terrain), or moving at low velocity.

An electrical drive system for an aircraft includes: at least one first and one second electrical direct voltage sources for supplying a direct voltage, and a first and a second electrical machine modules configured to convert electrical alternating voltage into mechanical movement and vice versa. The first and second modules are connected to a first and a second power inverters, respectively. The first and second inverters are connected in series and the first and the second direct voltage sources are connected in series to generate an overall direct voltage to which the inverters are connected. The power inverters each has one voltage measuring device for measuring the power inverter direct voltage present at the respective inverter and a power inverter control device for controlling the operation of the inverters in accordance with the power inverter direct voltage.