A regenerative braking system includes a motor configured to rotate at a variable rotational speed in response to receiving power from a three-phase power supply, and a regenerative braking circuit in signal communication with the three-phase power supply to control the rotational speed of the motor. A brake controller is in signal communication with the regenerative braking circuit and is configured to selectively operate the regenerative braking circuit in a plurality of different braking modes based on the rotational speed of the motor.

A wall-mountable load control device may include an illuminated rotary knob for providing a nightlight feature. The load control device may be configured to control an intensity of a lighting load. The load control device may include a yoke adapted to be mounted to an electrical wall box, an enclosure attached to the yoke, a faceplate attached to the yoke and having an opening, a mounting member attached to the yoke, and/or a potentiometer located within the enclosure and having a shaft extending through an opening in the yoke and the opening of the faceplate. The load control device may include a collar attached to the boss of the mounting member and surrounding the shaft of the potentiometer. The mounting member may be configured to conduct light from at least one light source housed within the enclosure to illuminate the faceplate.

A wall-mountable load control device may include an illuminated rotary knob for providing a nightlight feature. The load control device may be configured to control an intensity of a lighting load. The load control device may include a yoke adapted to be mounted to an electrical wall box, an enclosure attached to the yoke, a faceplate attached to the yoke and having an opening, a mounting member attached to the yoke, and/or a potentiometer located within the enclosure and having a shaft extending through an opening in the yoke and the opening of the faceplate. The load control device may include a collar attached to the boss of the mounting member and surrounding the shaft of the potentiometer. The mounting member may be configured to conduct light from at least one light source housed within the enclosure to illuminate the faceplate.

An illustrative dual power inverter module includes a DC link capacitor electrically connectable to a source of high voltage direct current (DC) electrical power. A first power inverter is electrically connectable to the DC link capacitor and configured to convert high voltage DC electrical power to three phase high voltage alternating current (AC) electrical power and is configured to supply the three phase high voltage AC electrical power to a first electric motor. A second power inverter is electrically connectable to the DC link capacitor and configured to convert high voltage DC electrical power to three phase high voltage AC electrical power and is configured to supply the three phase high voltage AC electrical power to a second electric motor. A common controller is electrically connectable to the first power inverter and the second power inverter. The common controller is configured to control the first power inverter and the second power inverter.

In order to ensure particularly good protection of individuals in an electromagnetic transport system, a safety area is provided in a transport area. Furthermore, a safety function is provided which, in accordance with a predetermined safety requirement level, ensures that the transport unit reaches the safety area at a speed less than or equal to a safety speed and/or with a transport unit force less than or equal to a safety force and/or a transport unit energy less than or equal to a safety energy, or prevents the transport unit from reaching the safety area.

Current imbalances between parallel switching devices in a power converter half leg are reduced. A gate driver generates a nominal PWM gate drive signal for a respective half leg. A first feedback loop couples the nominal PWM gate drive signal to a gate terminal of a respective first switching device. The first feedback loop has a first mutual inductance with a current path of a first parallel switching device and has a second mutual inductance with a current path of a second parallel switching device. The first and second mutual inductances are arranged to generate opposing voltages in the first feedback loop, so that when all the parallel switching devices carry equal current then the voltages cancel.

A power battery heating method for an electric vehicle includes: acquiring a heating power demand of a power battery; acquiring power demand information of a driving module of the electric vehicle in real time, and determining a current heating power of the power battery according to the power demand information; acquiring a compensating heating current according to the heating power demand and the current heating power when the current heating power is less than the heating power demand; causing the motor controller to regulate a control current of the driving motor according to the compensating heating current, so that the driving motor outputs a high-frequency oscillation current equal to the compensating heating current; and causing the power battery to perform self-heating according to the high-frequency oscillation current outputted by the driving motor.

A method for operating a motor vehicle having at least one electric machine, which is electrically coupled across a pulse inverter to a DC distribution bus of a high-voltage onboard network of the motor vehicle, includes, by means of a compensation unit electrically coupled to the DC distribution bus, feeding an electric compensation voltage to the DC distribution bus such that ripple of the electric DC voltage present in the DC distribution bus which is caused by the pulse inverter is at least partly compensated.

A method of controlling an electric motor includes receiving a duty cycle for the electric motor for delivering a target torque from the electric motor, generating a pulse train, and pulsing the electric motor with the generated pulse train. Generating the pulse train being at least partially based on the received duty cycle. The generated pulse train optimized to improve at least one of noise, vibration, or harshness of the electric motor when compared to a constant pulse frequency.

Pulsed control of electric motors, and more particularly, to selectively adjusting one or more of a pulsing frequency, an amplitude of the pulses and/or a duty cycle of the pulses for reducing Noise, Vibration and Harshness (NVH) while maintaining high levels of operating efficiency.