A control system for a vehicle includes wheel slip control loop including a wheel slip controller configured to control wheel slip based on wheel speed measured at one or more wheels of the vehicle. A wheel flare control loop includes a wheel flare controller configured to control wheel flare based on transmission output speed at an output of a transmission of the vehicle. A controller is configured to select one of the wheel slip controller to control the wheel slip and the wheel flare controller to control the wheel flare during operation of the vehicle.

A control apparatus is mountable to a vehicle including an electric motor, a lock mechanism, and an actuator apparatus. The control apparatus controls the electric motor and a shift-by-wire system provided in the vehicle. The shift-by-wire system performs switching to shift ranges of the vehicle including a shift range and a non-parking range other than the parking range. The control apparatus drives the actuator apparatus to release the lock on the power transmission mechanism by the lock mechanism based on the shift range of the shift-by-wire system being switched from the parking range to the non-parking range. The control apparatus performs torque correction control in which an output torque of the electric motor is corrected such that a load acting on the lock mechanism from the power transmission mechanism is reduced based on the shift range of the shift-by-wire system being switched from the parking range to the non-parking range.

Embodiments of the present disclosure disclose a method and a system for controlling a motion of an electric vehicle (EV). The method includes determining a velocity profile moving the EV from an initial velocity over a period of time by minimizing the energy dissipation according to an energy-loss function. The energy-loss function maps values of acceleration and velocity of the EV to energy dissipation of the EV resulting from controlling one or multiple electric motors of the EV to move the EV at corresponding acceleration and velocity values. The velocity profile is a function of time. The method further includes controlling the one or multiple electric motors of the EV to generate a torque for moving the EV according to the velocity profile.

An energy storage system comprising at least one energy storage module adapted to supply electrical energy to a hybrid vehicle. The energy storage module comprises an enclosure, at least one battery array located within the enclosure, and an energy storage controller module located within the enclosure and electrically connected to the battery array. The energy storage module further comprises a compliant tipped thermistor which may be installed within a flexible clip. The thermistor is positioned to monitor the temperature of one or more of the batteries within the energy storage system.

Embodiments of the present invention provide an electric machine control system for a vehicle, the electric machine control system comprising one or more controllers, wherein the vehicle comprises an electric machine arranged to be selectively coupleable to provide torque to at least one wheel of an axle of the vehicle, the control system comprising input means to receive (1110) a fault-derived coupling state request (430) signal and (1120) at least one further coupling state request signal, wherein each coupling state request signal is indicative of a request for a coupling state of the electric machine to the at least one wheel of the axle, processing means arranged to determine (1130) the coupling state of the electric machine to the at least one wheel of the axle in dependence on the fault-derived coupling state request signal (430) and the at least one further coupling state request signal, wherein the processing means is arranged to determine the coupling state of the electric machine in precedence on the fault-derived coupling state request signal over the at least one further coupling state request signal, and output means arranged to output (1140) a coupling signal indicative of the determined coupling state to control coupling of the electric machine to the at least one wheel of the axle.

A vehicle drive device includes a first drive unit that drives first wheels; a second drive unit that drives second wheels; and a control device. When the state of charge of an electrical storage device is less than a first threshold value and a vehicle speed is less than a second threshold value, the control device performs control such that when the vehicle speed is greater than or equal to zero and required drive power is greater than or equal to zero, the operating mode of the first drive unit is set to a second mode to output the required drive power from the second drive unit, and when the vehicle speed is greater than zero and the required drive power is less than zero, the operating mode of the first drive unit is set to a first mode so the first drive power source can generate electric power.

When it is determined that predicted required drive power (Tf) which is drive power predicted to be required for a vehicle is greater than a first threshold value (TH1) set within a range of drive power that can be outputted in a second mode, or when actual required drive power (Ta) is greater than the first threshold value (TH1), a control device (10) sets an operating mode to a first mode in which a first engagement device (CL1) is brought into an engaged state and a second engagement device (CL2) is brought into a disengaged state, to control a rotating electrical machine (MG1) and an internal combustion engine (EG) to output the actual required drive power (Ta). In other cases, the control device (10) sets the operating mode to the second mode in which the first engagement device (CLl) is brought into a disengaged state and the second engagement device (CL2) is brought into an engaged state, to control the rotating electrical machine (MGl) to output the actual required drive power (Ta).

An electrical machine comprising: at least one stator, at least one module, the at least one module comprising at least one electromagnetic coil and at least one switch, the at least one module being attached to the at least one stator; at least one rotor with a plurality of magnets attached to the at least one rotor, an integrated electrical differential coupled to at least one of the rotors, the at least one integrated electrical differential permitting the at least one rotor to output at least two rotational outputs to corresponding shafts, wherein the at least two rotational outputs are able to move the shafts at different rotational velocities to one another. The electrical machine is configured to fit into a housing, and that can be retrofitted into a conventional vehicle by replacing the mechanical differential.

A system for controlling anti jerk of an xEV vehicle using power of a motor, includes a battery configured to supply driving power to the motor, a battery control unit (BCU) configured to manage and control charging and discharging of the battery, and a motor control unit (MCU) configured to control driving of the motor, wherein the motor control unit is configured to execute a command for performing a method of controlling anti jerk of an xEV vehicle.

The present disclosure discloses a vehicle and a coasting feedback control method for the same. The coasting feedback control method includes the following steps: detecting the current speed of a vehicle, the depth of a braking pedal of the vehicle, and the depth of an accelerator pedal; and when the current speed of the vehicle is greater than a preset speed, both the depth of the braking pedal and the depth of the accelerator pedal are 0, and the current gear of the vehicle is gear D, when the vehicle is not in a cruise control mode and an anti-lock braking system of the vehicle is in a non-working state, controlling the vehicle to enter a coasting feedback control mode, where when the vehicle is in the coasting feedback control mode, a coasting feedback torque of a first motor generator and a coasting feedback torque of a second motor generator are distributed according to a selected coasting feedback torque curve of the vehicle.