A system for a vehicle operable in a user-controlled driving mode and an automatic driving mode includes a hand-operated control element and a contact sensor configured to detect whether a driver of the vehicle is holding the control element. The system further includes a controller to monitor an alertness of the driver while the vehicle is in the automatic driving mode depending on whether the driver is holding the control element and/or switch operation of the vehicle between the user-controlled driving mode and the automatic driving mode depending on whether the driver is holding the control element.

A control device for electric motor vehicle configured to decelerate by a regenerative braking force of the motor detects an accelerator operation amount, calculates a motor torque command value and controls the motor on the basis of the calculated motor torque command value. Further, a speed parameter proportional to a traveling speed is detected, and a feedback torque for stopping the electric motor vehicle is calculated on the basis of the detected speed parameter. Furthermore, the speed parameter is estimated in accordance with a state of the electric motor vehicle, and a feedforward torque is calculated on the basis of the estimated speed parameter. When accelerator operation amount is not larger than a predetermined value and the electric motor vehicle stops shortly, the motor torque command value is converged to zero on the basis of the feedback torque and the feedforward torque with a reduction in the traveling speed.

Methods and systems are disclosed for customizing an advanced driver assistance system (ADAS) of a vehicle. In one example, a system for an electric vehicle comprises a current sensor arranged on a power line coupling a battery of the electric vehicle with an inverter of the electric vehicle; a directional speed sensor arranged at a motor of the electric vehicle; and a high voltage direct current contactor arranged on the power line coupling the battery of the electric vehicle with the inverter, upstream of the current sensor, the high voltage direct current contactor configured to allow a current to flow from the battery to the inverter when the high voltage direct current contactor is in a closed position, and to not allow the current to flow when the high voltage direct current contactor is in an open position.

A vehicle control system may include a brake pedal position sensor, a braking torque module, an accelerator pedal position sensor, and a brake augmenter. The brake pedal position sensor is operably coupled to a brake pedal to determine a brake pedal position responsive to actuation of the brake pedal by an operator. The braking torque module is operably coupled to wheels of the vehicle to provide negative torque to the wheels based on the brake pedal position when an EBB system is in an operable state. The accelerator pedal position sensor is operably coupled to an accelerator pedal to determine accelerator pedal position for generation of positive torque to the wheels based on the accelerator pedal position when the EBB system is in the operable state. The brake augmenter is operably coupled to the accelerator pedal position sensor to provide a negative torque input to the wheels responsive to the accelerator pedal position sensor indicating a first range of pedal positions and a positive torque input to the wheels responsive to the accelerator pedal position sensor indicating a second range of pedal positions when the EBB system is in an inoperable state.

A control unit embedded in a work vehicle includes a clutch controlling unit and a motor controlling unit. The clutch controlling unit is configured to disengage a first clutch in a condition that the first clutch is engaged and a second clutch is disengaged, when a first moving direction inputted through a forward/rearward movement switch operating device as an instruction of the operator and a second moving direction determined based on a vehicle speed detected by a vehicle speed detecting unit are different from each other, and in addition, when and the vehicle speed falls in a preliminarily set first range. The motor controlling unit is configured to control a motor to reduce a relative rotational speed of the second clutch after the first clutch is disengaged.

A vehicle drive system includes a left-wheel drive unit having a first motor and a first transmission, a right-wheel drive unit having a second motor and a second transmission, and a motor control unit. Each of the first and second transmissions has a first to third rotational elements. The first motor is connected to the first rotational element of the first transmission. The second motor is connected to the first rotational element of the second transmission. The left wheel is connected to the second rotational element of the first transmission. The right wheel is connected to the second rotational element of the second transmission. The third rotational element of the first transmission and the third rotational element of the second transmission are coupled to each other. Each of the first and second transmissions has a fourth rotational element which is supported to revolve around by the second rotational element.

A method for implementing virtual internal combustion engine vibration in an electric vehicle includes collecting operation variable information for determining a torque instruction and implementing the virtual internal combustion engine vibration, determining a virtual internal combustion engine vibration characteristic based on the collected operation variable information, determining a vibration torque instruction having the determined virtual internal combustion engine vibration characteristic, correcting the vibration torque instruction by correcting the determined virtual internal combustion engine vibration characteristic of the vibration torque instruction and/or a value of the vibration torque instruction, based on a basic motor torque instruction determined by the collected operation variable information and preset backlash occurring area information, determining a final motor torque instruction using the basic motor torque instruction and the corrected vibration torque instruction.

A braking control method of an eco-friendly vehicle includes calculating, if a braking manipulation performed by a driver is sensed, a motor torque command according to a regenerative braking permissible amount. If it is determined that a motor has been normally driven, a regenerative braking execution amount is calculated from the motor torque command. Motor control for regenerative braking is performed according to the motor torque command. A friction braking amount satisfying the total braking amount is calculated from the regenerative braking execution amount according to the braking manipulation performed by the driver, thereby controlling friction braking to generate braking power corresponding to the friction braking amount.

A motor drive device that includes: a power control unit that drives a motor, which configures a motive power source of a moving body, by supplying a drive signal modulated according to a carrier frequency; a memory; and a processor that is coupled to the memory, the processor being configured to: predict torque demand on the motor, and change the carrier frequency of the power control unit in a case in which an increase in the torque demand on the motor has been predicted.

A technique controls regenerative braking to reduce skidding of a vehicle. Such a technique involves imparting rotation to an alternating current (AC) electric motor to move the vehicle to a first commanded vehicle speed; applying a regenerative braking power to the AC electric motor to bring the vehicle to a second commanded vehicle speed; while applying the regenerative braking power, adjusting the level of regenerative braking power applied to follow a predetermined speed reduction rate; while adjusting the level of regenerative braking power applied, provide a limit to the maximum level of regenerative braking power available; and while providing the limit to the maximum level of regenerative braking power available, adjusting the limit to the maximum level of regenerative braking power available based on a current speed of the vehicle.