An electric machine unit for a motorized device, said electric machine unit includes: a rotor assembly including rotor members, and a rotor shaft configured to support said rotor assembly, with said rotor assembly being capable of rotating along with said rotor shaft; and a stator assembly including stator members, with each stator member being configured to work in conjunction with a corresponding rotor member of the rotor members, and a mode selector configured to enable operation of one or more of said stator members to rotate said rotor shaft depending one or more parameters of said motorized device.

A power distribution unit includes a housing, a main contactor in a main cavity of the housing, and a pre-charge assembly in a secondary cavity of the housing. The main contactor includes first and second fixed contacts and a movable contact configured to electrically connect the first and second fixed contacts in a mated position. The main contactor includes a coil assembly energized to move the movable contact. The pre-charge assembly includes a pre-charge resistor and a pre-charge switch coupled to the pre-charge resistor. The power distribution unit includes a controller received in the housing. The controller includes a main contactor driver for powering the main contactor and a pre-charge driver for powering the pre-charge switch.

Methods and systems are provided for limiting requested wheel torque during startup of a vehicle having an electrified powertrain. In one example, a method may include, responsive to a discharge power currently available being less than or equal to a threshold discharge power, operating the vehicle while requesting the wheel torque at a feedforward torque limit, the feedforward torque limit being based on the discharge power and a threshold vehicle speed. In this way, large shifts in wheel torque may be avoided upon startup of the vehicle, thereby reducing noise, vibration, and harshness at the electrified powertrain.

A vehicle control device includes a control unit configured to obtain information relating to a drive state of a vehicle, calculate a requirement torque, compute a first target torque, a second target torque, and an ideal change rate of a total torque of the first drive torque and the second drive torque, and at least control a magnitudes of the first drive torque and the second drive torque outputted from the first drive unit and the second drive unit. The control unit is configured to control the first drive unit to operate a first zero-cross process and control the second drive unit to operate a second zero-cross process after the first zero-cross process ends.

Disclosed is a method for actuating a parking brake system in a utility vehicle. In an example, the parking brake system includes an operational actuator for actuating a parking brake and a control unit for controlling the operational actuator. When the utility vehicle is stopped, a stored brake-application characteristic is selected for the parking brake as a function of a current vehicle condition of the utility vehicle. Based on the selected application characteristic, the operational actuator is activated by the control unit in order to apply the parking brake. In addition, or alternately, when the utility vehicle is started, a stored brake-release characteristic is selected for the parking brake as a function of a current vehicle condition of the utility vehicle. Based on the selected brake-release characteristic, the operational actuator is activated by the control unit in order to release the parking brake.

There is provided a fuel cell vehicle comprising a motor configured to perform a regenerative operation and to drive the fuel cell vehicle; a fuel cell; a secondary battery; and a control unit. The control unit comprises a weight acquirer configured to obtain a current weight of the fuel cell vehicle; and a charge discharge controller configured to set a higher value to an upper limit value and to set a lower value to a lower limit value when the current weight calculated by the weight acquirer is an increased weight that is larger than a reference value, compared with the upper limit value and the lower limit value set when the current weight is the reference weight.

A power distribution unit includes a housing, a main contactor in a main cavity of the housing, and a pre-charge assembly in a secondary cavity of the housing. The main contactor includes first and second fixed contacts and a movable contact configured to electrically connect the first and second fixed contacts in a mated position. The main contactor includes a coil assembly energized to move the movable contact. The pre-charge assembly includes a pre-charge resistor and a pre-charge switch coupled to the pre-charge resistor. The power distribution unit includes a controller received in the housing. The controller includes a main contactor driver for powering the main contactor and a pre-charge driver for powering the pre-charge switch.

This vehicle turning control device controls the turning characteristic of a vehicle having braking/driving sources capable of independently controlling a braking/driving torque for each wheel. The vehicle turning control device includes a yaw moment control device for controlling a yaw moment occurring in the vehicle, and a slip determination device for determining a road surface state from the angular velocity and the angular acceleration of the wheel and the vehicle speed. The yaw moment control device includes a control gain calculator for calculating a control gain, a target yaw rate calculator for calculating a target yaw rate from the vehicle speed, the steering angle, and the control gain, and a yaw moment calculator for calculating the braking/driving torque for each wheel in accordance with the target yaw rate. The control gain calculator calculates the control gain on the basis of a determination result of the slip determination device.

An anti-jerk control method for an electric vehicle incorporates an anti-jerk function that can be performed more accurately and effectively by utilizing a real-time weight change of an electric vehicle. The anti-jerk control method includes: estimating vehicle weight by a controller based on vehicle driving information collected from a vehicle; determining a required torque command of a driver by the controller based on the vehicle driving information collected from the vehicle; determining anti-jerk torque according to the vehicle weight based on calculated speed deviation and the estimated vehicle weight information; and controlling a drive motor according to a compensated motor torque command by compensating the required torque command with the anti-jerk torque in the controller.

Method for determining predicted acceleration information which describes a future acceleration potential of an electric vehicle having an electric motor as the drive device, which is supplied with electric power from a battery in the electric vehicle, this method including the following steps: —Supplying power predictive information of the electric motor, which describes the predicted available acceleration power of the electric motor for at least one future period of time, —Determining the acceleration information from the power predictive information by using a vehicle model which supplies the prevailing operating state of the electric vehicle, at least one vehicle parameter describing the acceleration possible on the basis of the acceleration power and/or using predictive path data supplied in particular by a navigation system for the period of time.