A control apparatus for a vehicle includes an offset torque calculator configured to perform calculation of offset torque to be applied to at least one wheel of the vehicle. The offset torque is required to stop the vehicle on a sloping road having a predetermined gradient. The control apparatus includes a motor controller configured to, for stopping the vehicle on the sloping road having the predetermined gradient, perform control of causing output torque of the motor-generator to asymptotically approach the offset torque.

A process for controlling an electric motor includes providing a functional relationship, which associates a first and a second quantity , indicative of a torque delivered by the electric motor and of the supply voltage respectively, with a speed parameter of the electric motor, determining a pair of values of the first and of the second quantity , determining a value of a third quantity indicative of an output speed of the electric motor, determining a value of the speed parameter corresponding to the pair of values determined through the functional relationship, determining a value of a fourth quantity indicative of a difference between the value of the speed parameter and the value of the third quantity, determining a target value for the first quantity as a function of the value of the fourth quantity, and controlling the electric motor according to the determined target value.

Various disclosed embodiments include systems, vehicles, and methods for controlling an inverter of a towed vehicle. In an illustrative embodiment, a system includes a controller. The controller includes a processor and computer-readable media configured to store computer-executable instructions configured to cause the processor to: receive sensed data indicative of detected deceleration of a tow vehicle; and during detected deceleration, control an inverter of a towed vehicle responsive to the detected deceleration.

Systems and methods are provided herein for controlling the speed differential of wheels of a vehicle. The vehicle determines a wheel steering angle, where the wheel steering angle corresponds to a center of rotation of the vehicle. The vehicle determines a differential wheel speed associated with a first wheel of the vehicle and a second wheel of the vehicle based at least on the wheel steering angle. The vehicle independently applies torque to the first and second wheels based on the differential wheel speed.

An all-wheel-drive electric vehicle includes one or more front electric motors, one or more rear electric motors, an accelerator sensor, a vehicle speed sensor, and a control unit. The one or more front electric motors are configured to directly drive front wheels. The one or more rear electric motors are configured to directly drive rear wheels. The accelerator sensor is configured to determine an operation amount of an accelerator. The vehicle speed sensor is configured to determine vehicle speed. The control unit is configured to control drive of the one or more front and rear electric motors based on the operation amount of the accelerator and the vehicle speed. The control unit is configured to change an allocation of driving force between the one or more front electric motors and the one or more rear electric motors with a bias toward the rear wheels in a case where the operation amount of the accelerator is increased at or above a predetermined rate in a state in which the vehicle speed is higher than or equal to a predetermined speed.

A method for adjusting a motor torque of a motor of an electric bicycle. The method includes a detection of a speed signal, which describes a speed of the bicycle, a selection of a filter parameter for a filter unit based on a dynamics of the speed signal, a filtering of the speed signal by the filter unit by applying the selected filter parameter, and an ascertainment of a motor torque based on the filtered speed signal. An associated device is also described.

A vehicle control system includes a power inverter circuit configured to power an electric motor; an inertial measurement sensor; and a load determination circuit communicably coupled to the power inverter circuit and the inertial measurement sensor. The load determination circuit is configured to (i) receive an indication of vehicle torque from the power inverter circuit, (ii) receive an indication of acceleration from the inertial measurement sensor, and (iii) determine a mass of a vehicle based on the indication of vehicle torque and the indication of acceleration.

A vehicle control system includes a first vehicle sensor configured to monitor a condition of a battery pack; a second vehicle sensor configured to monitor a torque request; and a braking control circuit communicably coupled to the first vehicle sensor and the second vehicle sensor. The braking control circuit is configured to (i) determine an operating mode for a braking system based on the battery condition and the torque request, and (ii) control the braking system based on the operating mode.

A vehicle control system includes a vehicle sensor, a first power inverter circuit, a second power inverter circuit, and a torque control unit communicably coupled to each of the vehicle sensor, the first power inverter circuit, and the second power inverter circuit. The vehicle sensor is configured to monitor a steering input to the electric vehicle. The torque control unit is configured to (i) determine a stability factor based on the steering input, and (ii) reallocate power exchanged with the first power inverter circuit and the second power inverter circuit based on the stability factor.

A vehicle control system includes a first vehicle sensor configured to monitor a motor speed; a second vehicle sensor configured to monitor a torque request; a first power inverter circuit; a second power inverter circuit; and a torque control unit communicably coupled to the first power inverter circuit and the second power inverter circuit. The torque control unit is configured to (i) determine an efficiency bias based on the motor speed and the torque request, and (ii) reallocate power exchanged with the first power inverter circuit and the second power inverter circuit based on the efficiency bias.