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.

A battery pack (2000) includes a secondary battery (2020), a sensor (2040), and a control device (2060). The secondary battery (2020) supplies electric power to a flying object (10). The sensor (2040) outputs a measurement value related to a force applied to the secondary battery (2020) or a periphery of the secondary battery. The control device (2060) has a determination unit (2062). The determination unit (2062) determines a danger level of the secondary battery (2020) based on the measurement value of the sensor (2040).

The present invention relates to a method for controlling a torque generated by at least one electric motor (130) of an electric lift truck (100), the method comprises: detecting (210) a fulfilment of at least one criterion when the torque of the at least one electric motor (130) is in a first mode, the fulfilment of the at least one criterion indicating insufficient amount of the torque in to maintain a motion of the electric lift truck (100), triggering (220) an electrical drive (140) of the at least one electric motor (130) to generate a control signal to generate a torque being larger than the torque of the at least one electric motor (130) in the first mode to change the torque to an increased torque mode. Some aspects relate to a control unit (150), to a computer program product and to an electric lift truck (100).

A system for compensating acceleration of electrical motorbike includes a throttle unit and an electro-mechanic assembly. After the electrical motorbike starts, the throttle unit receives external operation from a rider for generating a series of original throttle signal. An acceleration compensating module calculates a throttle variation rate based on the original throttle signal and variation of a throttle operation magnitude, and calculates a throttle compensating value based on the throttle variation rate when the throttle variation rate is larger than or equal to a correction threshold. A throttle compensating module receives and sums the original throttle signal and the throttle compensating value up for generating a new throttle signal. A torque controller generates a corresponding torque command based on the new throttle signal, and outputs the torque command to the electro-mechanic assembly for operation.

A controller is provided for a vehicle having front and rear axles, each axle having two wheels, and first and second propulsion units. The controller controls the first and second propulsion units to generate a combined torque with reference to a total requested torque. The controller is configured to: receive a torque request signal; receive traction signals indicating available traction at at least one wheel; determine a traction torque range defined by a maximum and minimum torque for at least one of the at least first or second propulsion units in dependence on one or more of the traction signals; determine a proposed distribution of torque between each of the at least first and second propulsion units with reference to the total requested torque; and determine a proposed torque to be generated by each of the at least first and second propulsion units based on the proposed distribution of torque.

A device and a method for controlling regenerative braking of an electrified vehicle includes a drive motor configured for generating power required to drive wheels, and a controller electrically connected to the drive motor, and the controller detects vehicle data when braking the vehicle, determines whether a wheel slip of the vehicle has occurred based on the vehicle data, determines a first regenerative braking amount based on a deceleration and a vehicle model when the wheel slip has not occurred, determines a second regenerative braking amount based on a maximum road surface utilization rate when the wheel slip has occurred, and controls maximum regenerative braking of the drive motor based on the first regenerative braking amount or the second regenerative braking amount.

An object of the present invention is to provide a control apparatus for an electric vehicle capable of preventing the vehicle from being destabilized because a rear wheel is locked first or drivability from reducing because a front wheel is locked early. A control apparatus includes a regenerative braking force calculation portion configured to calculate a regenerative braking force to be generated on each of a front motor and a rear motor based on a request braking force requested to an electric vehicle, a power limit portion configured to reduce the regenerative braking force based on a power limit on a power source, and a frictional braking force output portion configured to output an instruction for generating a frictional braking force according to a regenerative braking force reduction amount, which is an amount of a reduction in the regenerative braking force by the power limit portion, to a brake apparatus.

A vehicle includes a front-wheel motor, a rear-wheel motor, a temperature detector, and a distribution ratio controller. The front-wheel motor drives a front wheel. The rear-wheel motor drives a rear wheel. The temperature detector detects a temperature of the front-wheel motor and a temperature of the rear-wheel motor. If one of the temperature of the front-wheel motor and the temperature of the rear-wheel motor exceeds a second temperature, the distribution ratio controller decreases a torque of one of the front-wheel motor and the rear-wheel motor the temperature of which is higher than the other and increase a torque of the other. The second temperature is a value set lower than a first temperature that is a threshold used for determination as to whether output of the front-wheel motor or output of the rear-wheel motor is to be restricted.

The present application provides a method and an apparatus for controlling energy recovery, a controller, and an electric vehicle. The method includes: determining whether an electric vehicle is in a coasting energy recovery mode or a braking energy recovery mode; acquiring an energy recovery torque of the electric vehicle if the electric is in the coasting energy recovery mode or the braking energy recovery mode; and sending the energy recovery torque to a motor controller of the electric vehicle, whereby allowing the motor controller to control a motor of the electric vehicle to charge a battery of the electric vehicle. The method provided by embodiments of the present application can solve the problem that the method for controlling energy recovery in the prior art is difficult to reach a maximum energy recovery.

The vehicle control method can include: determining a vehicle state based on a set of vehicle state inputs; determining a command based on the vehicle state; and controlling the vehicle according to the command. The method can optionally include updating a vehicle model based on a control outcome. However, the method S100 can additionally or alternatively include any other suitable elements. The method can function to determine longitudinal vehicle control based on a set of vehicle state inputs (e.g., a limited set of inputs—such as without direct knowledge of a throttle input, etc.). Additionally or alternatively, the vehicle control method can function to infer driving intent based on vehicle state measurements and/or translate inferred driving intent into low-latency vehicle control. Additionally or alternatively, the system can function to autonomously augment longitudinal propulsion, autonomously augment vehicle braking, and/or facilitate autonomous (longitudinal) vehicle control.