A system for receiving an electric charge from a charge-providing vehicle (CPV) and a method of using the system. A method includes: receiving, at a target vehicle, a message from a charge-providing vehicle (CPV), the message identifying a rendezvous location; operating in an autonomous follow mode at or after the location; and receiving, at a battery, an electrical charge from the CPV.

The lawn mower has at least a first structure in which a pair of power receiving terminals are separately disposed in the vehicle body cover and the vehicle body that are different parts from among a plurality of parts constituting the lawn mower, or a second structure in which the power receiving terminal, which is one of the pair of power receiving terminals, has a downward-facing contact surface that comes into contact with the charging station.

A vehicle power system includes loads, a battery coupled to the loads, an ultra-capacitor coupled to the battery, and a bypass circuit. The loads, the ultra-capacitor, and the battery are electrically coupled in series. The bypass circuit monitors the ultra-capacitor and prevents the ultra-capacitor from over-discharging and reversing in polarity

Methods and systems are provided for cruise control velocity tracking. In one example, the method or system may generate a torque command output via a velocity controller that allows for an error within bounds to reduce a fuel consumption amount, the torque command output selected from outcomes of a leader and follower game.

Various methods and systems are provided for an auxiliary power unit of a vehicle that provides electrical power and compressed air while a main engine of the vehicle is not running. In one example, a system for a vehicle having a main power unit (MPU) coupled to an alternator, and an auxiliary power unit (APU), and the APU is configured to provide power to one or more hotel loads of the vehicle, comprises: a controller with computer readable instructions stored in non-transitory memory that when executed during operation of the vehicle cause the controller to initiate operation of the APU in response to at least one of: a state of charge (SOC) of a battery of the vehicle being below a determined SOC threshold level, and the MPU is not in operation, and a drain load is applied to the battery that will deplete the battery to a SOC level that is less than the determined SOC threshold level in less time than a determined period, and the MPU is not in operation, and an air pressure level of an air reservoir of the vehicle is below a determined air pressure threshold level, and the MPU is not in operation.

A system for determining desired control paths for controlling operation of a fuel cell circuit includes a memory to store a model of the fuel cell circuit and an input device to receive system requirements. The system also includes a model processor designed to select sets of time-series actuator states corresponding to time-series control of an actuator of the fuel cell circuit and to perform simulations of the model using the multiple sets of time-series actuator states as controls for the actuator. The model processor is also performs an analysis of results of the simulations to determine whether the results for each of the multiple sets of time-series actuator states satisfy the system requirements and how far the results are from the system requirements, and selects a final set of time-series actuator states that satisfy the system requirements based on the analysis.

A system for harnessing wind energy while an electric vehicle is in motion and converting the wind energy into electricity to charge a battery of the electric vehicle. The system includes a turbocharger for funneling air from the air intake of the electric vehicle to power a turbine that is housed within the turbocharger. The turbine is configured to rotate a drive shaft that drives the electric generator of the invention. The electric generator is then used to deliver a voltage to an external circuit of the system.

A battery management system includes a low-power chip that allows battery management system, or components thereof, to alternate between operational states. Operational states may include a first state, a second state, a third state, and the like.

A method for operating a drive train includes supplying a motor voltage to an electric motor by a converter for achieving a torque setpoint value, determining an angular velocity actual value and an angular acceleration actual value from values of the angular position of the rotor, determining the torque setpoint value from a moment of inertia and an angular acceleration setpoint value, which is determined as an actuation variable, determining the moment of inertia as the sum of the moment of inertia of the drive train without a load and the moment of inertia of the load, and determining the moment of inertia of the load from a torque actual value and from the angular acceleration actual value.

A motor vehicle with an electric motor, in particular a hybrid or electric vehicle, has a high-voltage vehicle electrical system with a high-voltage stored energy source which supplies electrical energy to the electric motor for driving the motor vehicle, and a low-voltage vehicle electrical system for supplying electricity to a number of consumers in the motor vehicle. An electrical signal path is provided between the low-voltage vehicle electrical system and the high-voltage vehicle electrical system and powered by the voltage from the low-voltage vehicle electrical system. A controller in the motor vehicle is configured to cause a predetermined change of the signal on the signal path from a first signal state to a second signal state, wherein the first signal state indicates normal operation of the motor vehicle and the second signal state indicates an emergency state of operation of the motor vehicle which deviates from normal operation. The high-voltage vehicle electrical system is designed to separate the high-voltage stored energy source from the high-voltage vehicle electrical system in response to the predetermined signal change. The signal path includes a first and a second signal line, wherein the predetermined change of the signal on the signal path includes a change of the signal level on each of the first and second signal lines.