A propulsion system for an electric vehicle comprising a high voltage battery unit having a first high voltage battery connected in series with a second high voltage battery, which may also be referred to as a first and second battery bank, and one or more power inverters arranged to connect the battery banks to one or more electric machines. The one or more power inverters and the one or more electric machines are configured to form a first and a second three-phase system. The described architecture incorporating dual battery banks, and dual and/or multiphase inverters and electric machines can provide enhanced redundancy and limp home functionality in cases where a fault or error occurs in the inverter and/or in the electric machine so that a faulty three-phase system can be operated in a safe-state mode.

The present invention discloses a liquid-cooled integrative power system for electric forklift and a control method thereof. It includes an integrated transmission gearbox, an integrated motor controller, an oil pump and a vehicle controller. The integrated transmission gearbox includes a drive motor transmission mechanism and an oil pump motor transmission mechanism. The integrated motor controller includes a control unit for a drive motor and a control unit for an oil pump motor. The integrated transmission gearbox, the integrated motor controller, the drive motor, the oil pump motor, the oil pump and the vehicle controller are completely integrated and mounted to form the liquid-cooled integrative power system for electric forklift. The vehicle controller comprehensively controls the integrative power system.

A diagnosis system performs, while a vehicle is being driven, a diagnosis of a rotation portion of a rotating electrical machine included in the vehicle. The diagnosis system includes a measurement unit that, when performing the diagnosis of the rotation portion, stops charging of a storage battery included in the vehicle from the rotating electrical machine, and measures an inductive voltage of the rotating electrical machine generated by a rotation of the rotation portion, and a judgment unit that judges that there is an anomaly in the rotation portion when a magnitude of the inductive voltage is equal to or larger than a predetermined value.

It makes it possible to track instrument information and to obtain an accurate history of the instrument information, even when a mounting position mounted with a railway vehicle instrument has been changed. Instrument information indicating an operation or a state of a railway vehicle instrument mounted to each mounting position included in a composition is collected. A serial number determined for each mounting position is updated. The instrument information is assigned with a temporary ID including position information specifying the each mounting position and a serial number. A combination of a new temporary ID and an old temporary ID included in the temporary ID group and assigned to new instrument information and old instrument information indicating an operation or a state of a same railway vehicle instrument is estimated.

A drive device for an electrically drivable vehicle includes a housing body with a first fastening device, a cover which, after release of a second fastening device interacting with the first fastening device for fastening the cover to the housing body, is movable from a first position, in which the cover covers live components of the drive device during operation of the drive device, into a second position, in which the components are exposed, and a first connection device, to which a second connection device is connectable for establishing an electrically conductive connection and/or a data connection. The first fastening device and the first connection device are arranged such that in the first position access to the second fastening means in its position fastening the cover is only possible after the second connection device has been released from the first connection device.

A vehicle includes at least one wheel hub, a wheel hub speed sensor, and a controller. The wheel hub is configured to be coupled to a drive wheel. The wheel hub speed sensor is proximate to the wheel hub and is configured to generate a wheel hub speed signal that facilitates determination of a rate and direction of rotation of the wheel hub. The controller is configured to communicate power to a motor assembly coupled to the wheel hub to rotate the wheel hub at a particular rate and in a particular direction. The particular rate and the particular direction are associated with a particular position of a plurality of positions of a steering control.

A control unit for a heavy duty vehicle. The vehicle includes an electric machine connected to first and second driven wheels via an differential. The control unit includes a first wheel slip control module associated with the first driven wheel, and a second wheel slip control module associated with the second driven wheel, where each wheel slip control module is arranged to determine an obtainable torque by the respective wheel based on a current wheel state, wherein the control unit is arranged to determine a required torque to satisfy a requested acceleration profile by the vehicle, and to request a torque from the electrical machine corresponding to the smallest torque out of the obtainable torques for each driven wheel and the required torque.

In a battery management system, during a pre-charge mode, a first contactor is closed to provide a pre-charge current path from a low voltage battery supply node through a DCDC converter and through the first contactor to pre-charge a capacitor of an inverter for an electric motor. During a drive mode following the pre-charge mode, the first contactor is opened and a second contactor is closed to provide a drive mode current path from a high voltage battery supply node through the second contactor to the inverter to power the electric motor. In response to detecting an open fault in the second contactor during the drive mode, a limp mode is entered. During the limp mode, the first contactor is closed to provide a limp mode current path from the high voltage battery supply node through the first contactor to the inverter to power the electric motor.

A drive unit includes an internal combustion engine (21) disposed in an engine compartment (10), a first electric motor (31) and a second electric motor (33), and an inverter (27) disposed above an electromotive unit (23). The drive unit has: a first harness (41) that connects the inverter and the first electric motor; a second harness (42) that connects the inverter and the second electric motor; a step portion (51) formed so as to be recessed on one side or the other side, in the left-right direction, of the upper end of the inverter; and an AC terminal block (55) disposed in the step portion. The first harness and the second harness respectively extend downward from the DC terminal block while extending outward, and are respectively connected to upper parts of the first electric motor and the second electric motor.

A motor apparatus is provided. The motor apparatus includes a motor having a rotor and a stator, an inverter used to covert an input voltage into a three-phase alternating current (AC) voltage and provide the three-phase AC voltage to the motor, an inverter controller used to control the inverter, and a rotation angle sensor. The rotation angle sensor is fixed to the motor and is used to detect a rotation angle of the motor. The inverter controller includes a calculator. The calculator calculates an offset angle of an installation position of the rotation angle sensor according to a difference between a measured value and a theoretical value of a voltage phase of the motor.