A method of controlling an electric motor to optimize system efficiency of an electric motor operable in a pulsed mode and a continuous mode is disclosed herein. The method includes receiving a requested torque for the electric motor, calculating a pulsed system efficiency, calculating a continuous system efficiency, and operating the electric motor in the pulsed mode when the pulsed system efficiency is greater than the continuous system efficiency. The pulsed system efficiency is calculated for delivering the requested torque from the electric motor in a plurality of torque pulses greater than the requested torque. The continuous system efficiency is calculated for delivering the requested torque from the electric motor as a continuous torque. The system efficiency may be at least partially based on a battery efficiency and a motor efficiency.

A power supply system can include an electrical power source and a power converter connectable to a load. The electrical power source can provide a first DC voltage with a first potential difference (V.sub.H) between a first DC potential output and a second DC potential output, and a third DC potential output having a potential between the potential at the first DC potential output and the potential at the second DC potential output. The power converter can provide a second voltage with a second potential difference (V.sub.L) between a first potential output (V+) and a second potential output (V-). The second potential difference (V.sub.L) can be less than the first potential difference (V.sub.H). The power converter can electrically isolate the first DC voltage from the second voltage, and the second potential output (V-) can be connected to the third DC potential output using a first connection including an impedance.

A power supply system can include an electrical power source and a power converter connectable to a load. The electrical power source can provide a first DC voltage with a first potential difference (V.sub.H) between a first DC potential output and a second DC potential output, and a third DC potential output having a potential between the potential at the first DC potential output and the potential at the second DC potential output. The power converter can provide a second voltage with a second potential difference (V.sub.L) between a first potential output (V+) and a second potential output (V-). The second potential difference (V.sub.L) can be less than the first potential difference (V.sub.H). The power converter can electrically isolate the first DC voltage from the second voltage, and the second potential output (V-) can be connected to the third DC potential output using a first connection including an impedance.

The present disclosure relates to a power distribution architecture for an off-road vehicle. The power distribution architecture includes a work circuit and a propel circuit and is configured for facilitating bi-directional power exchange between the work circuit and the propel circuit.

The present disclosure relates to a power distribution architecture for an off-road vehicle. The power distribution architecture includes a work circuit and a propel circuit and is configured for facilitating bi-directional power exchange between the work circuit and the propel circuit.

A power converter has a pair of series connected switches defining a phase leg, a pair of gate driver circuits that respectively provide power to gates of the series connected switches, a positive rail electrically connected with the phase leg, and a clamping circuit including a clamping switch. The clamping circuit, responsive to one of the gate driver circuits being de-energized, activates the clamping switch with energy from the positive rail to clamp a gate of one of the series connected switches associated with the one of the gate driver circuits to another terminal of the one of the series connected switches.

A power converter has a pair of series connected switches defining a phase leg, a pair of gate driver circuits that respectively provide power to gates of the series connected switches, a positive rail electrically connected with the phase leg, and a clamping circuit including a clamping switch. The clamping circuit, responsive to one of the gate driver circuits being de-energized, activates the clamping switch with energy from the positive rail to clamp a gate of one of the series connected switches associated with the one of the gate driver circuits to another terminal of the one of the series connected switches.

In a control device for discharging a DC link capacitor by means of a discharging device including a load resistor and a switch element connected in series with the load resistor, the control device includes a generator unit, which is configured to generate a pulse width-modulated actuation signal for the switch element with an ascertained duty cycle, and a control unit, which is configured to ascertain the duty cycle in such a way that, in the time average, a desired discharge current flows through the load resistor.

In a control device for discharging a DC link capacitor by means of a discharging device including a load resistor and a switch element connected in series with the load resistor, the control device includes a generator unit, which is configured to generate a pulse width-modulated actuation signal for the switch element with an ascertained duty cycle, and a control unit, which is configured to ascertain the duty cycle in such a way that, in the time average, a desired discharge current flows through the load resistor.

The present disclosure relates to a power distribution architecture for an off-road vehicle. The power distribution architecture includes a work circuit and a propel circuit and is configured for facilitating bi-directional power exchange between the work circuit and the propel circuit.