A synchronous soft-start networking control strategy for parallel auxiliary converters of EMU, that is, when a first auxiliary converter is connected to the bus, non-first auxiliary converters complete the networking during an amplitude soft-start process of the first auxiliary converter. Specific solution is: fast networking logic, bus fast-tracking logic and PQ droop networking control strategy. Wherein, the fast networking logic comprises recognizing the first auxiliary converter and the non-first auxiliary converter; the bus fast-tracking logic comprises tracking phase, frequency and amplitude; the PQ droop networking control strategy comprises introducing a correction coefficient K. The synchronous soft-start networking control strategy for the parallel auxiliary converters of EMU can realize quickly and reliably automatic networking in an emergency traction mode of EMU, and significantly shorten networking time in a network normal mode of EMU. Therefore, it can ensure that EMU can complete startup loading within a specified time under various working conditions, which provides strong guarantee for stable and reliable operation of EMU.

An electrified drivetrain for a vehicle includes a first electric machine, a second electric machine, a clutch, an HVAC compressor, and a controller. The second electric machine is rotatably coupled to a geartrain, the first electric machine is rotatably coupled to the HVAC compressor, and is rotatably couplable to the geartrain via the clutch, and the clutch is operative in a first state and a second state. The first electric machine is rotatably coupled to the geartrain when the clutch is controlled to the first state, and is decoupled from the geartrain when the clutch is controlled to the second state. The controller is operatively connected to the first and second electric machines, the clutch, and the HVAC compressor to control operation of the electrified drivetrain. The first electric machine can be used as a heater element and to provide mechanical power to the drivetrain.

An electrified drivetrain for a vehicle includes a first electric machine, a second electric machine, a clutch, an HVAC compressor, and a controller. The second electric machine is rotatably coupled to a geartrain, the first electric machine is rotatably coupled to the HVAC compressor, and is rotatably couplable to the geartrain via the clutch, and the clutch is operative in a first state and a second state. The first electric machine is rotatably coupled to the geartrain when the clutch is controlled to the first state, and is decoupled from the geartrain when the clutch is controlled to the second state. The controller is operatively connected to the first and second electric machines, the clutch, and the HVAC compressor to control operation of the electrified drivetrain. The first electric machine can be used as a heater element and to provide mechanical power to the drivetrain.

Vehicles can be equipped to operate in both autonomous and occupant piloted mode. Refueling stations can be equipped to refuel autonomous vehicles without occupant assistance. Refueling stations can be equipped with a fueling control computer that communicates with vehicles via wireless networks to move vehicles between waiting zones, service zones and served zones. Refueling stations can include liquid fuel, compressed gas and electric charging.

Vehicles can be equipped to operate in both autonomous and occupant piloted mode. Refueling stations can be equipped to refuel autonomous vehicles without occupant assistance. Refueling stations can be equipped with a fueling control computer that communicates with vehicles via wireless networks to move vehicles between waiting zones, service zones and served zones. Refueling stations can include liquid fuel, compressed gas and electric charging.

An improved system for preventing collisions between movers while improving throughput in a linear drive system utilizes a continually variable vehicle length for each mover. A vehicle length is assigned to each mover, where the vehicle length is a minimum track length required by the vehicle to avoid physically contacting a neighboring vehicle along the track. The vehicle length for each mover is then determined for each location along the track based on both the track geometry and the mover geometry. The vehicle length is continually variable along the length of the track allowing movers to be positioned as close together as possible for each location along the track based on both the track geometry and the mover geometry. The continually variable vehicle length provides collision prevention between movers while increasing throughput of movers along segments of the track that do not require the largest spacing between movers.

An improved system for preventing collisions between movers while improving throughput in a linear drive system utilizes a continually variable vehicle length for each mover. A vehicle length is assigned to each mover, where the vehicle length is a minimum track length required by the vehicle to avoid physically contacting a neighboring vehicle along the track. The vehicle length for each mover is then determined for each location along the track based on both the track geometry and the mover geometry. The vehicle length is continually variable along the length of the track allowing movers to be positioned as close together as possible for each location along the track based on both the track geometry and the mover geometry. The continually variable vehicle length provides collision prevention between movers while increasing throughput of movers along segments of the track that do not require the largest spacing between movers.

An automatic device includes: a support; a first motor attached to the support; a second motor attached to the support; a first motor drive unit configured to drive the first motor; a second motor drive unit configured to drive the second motor; a first control unit configured to control the first motor drive unit; and a second control unit configured to control the second motor drive unit. The first control unit and the second control unit are communicably wired with each other. The first control unit transmits instruction information on the second motor to the second control unit by wired communication, and the second control unit receives the instruction information on the second motor from the first control unit by wired communication, and performs operation regarding the second motor according to the instruction information on the second motor.

The present invention relates to a controller for controlling at least first and second propulsion units to generate a combined torque at least substantially equal to a total requested torque. At least first and second torque ranges are determined for each of the at least first and second propulsion units. The at least first and second torque ranges are determined to maintain dynamic stability of the vehicle. A total power cost is determined in dependence on an estimated power loss of the at least first and second propulsion units within said at least first and second torque ranges and a minimum value of the determined total power cost identified. The torque to be generated by each of said at least first and second propulsion units corresponding to the identified minimum value of the total power cost is determined. At least first and second control signals are generated to control said at least first and second propulsion units to generate the determined torque. The present invention also relates to a vehicle incorporating the controller and a related method.

The present invention relates to a controller for controlling at least first and second propulsion units to generate a combined torque at least substantially equal to a total requested torque. At least first and second torque ranges are determined for each of the at least first and second propulsion units. The at least first and second torque ranges are determined to maintain dynamic stability of the vehicle. A total power cost is determined in dependence on an estimated power loss of the at least first and second propulsion units within said at least first and second torque ranges and a minimum value of the determined total power cost identified. The torque to be generated by each of said at least first and second propulsion units corresponding to the identified minimum value of the total power cost is determined. At least first and second control signals are generated to control said at least first and second propulsion units to generate the determined torque. The present invention also relates to a vehicle incorporating the controller and a related method.