Controlling a maximum vehicle speed for an industrial vehicle includes determining, by a processor of the industrial vehicle, a torque applied to the traction wheel of the industrial vehicle; converting the torque to an equivalent force value; and determining an acceleration of the industrial vehicle while the torque is applied to the traction wheel. Additional steps include calculating a load being moved by the industrial vehicle, based at least in part on the acceleration and the equivalent force value; and controlling the maximum speed of the industrial vehicle based on the calculated load being moved by the industrial vehicle.

A vehicle including a front module including a front wheel and a rear module selectively moveably connected to the front module, the rear module including a rear wheel. The vehicle further includes an electric motor assembly, a mode selector, at least one extension assembly connected between the front module and the rear module for selectively extending and retracting to provide a selective variation in an overall length of the vehicle; and a vehicle control unit being communicatively connected between the mode selector and the electric motor assembly. The vehicle control unit performs a method for selectively changing the overall vehicle length. The method includes receiving from the mode selector an indication to change the overall length, determining that the front wheel is rotationally locked, and causing an electric motor to drive the rear wheel such that the rear module translates relative to the front module.

Embodiments of the invention are directed toward a geared traction drive system configured to drive a wheel of a vehicle, comprising: a driveshaft for transmitting power to the wheel; an electric drive motor for driving the driveshaft, the electric drive motor configured to receive signals from a vehicle dynamic control system to command a required speed; a gear reduction component for reducing the speed of the motor by a predetermined factor to a lower speed suitable for driving the wheel; and a drive electronics component that works with the electric drive motor to drive the wheel to the speed commanded by the vehicle dynamic control system.

An apparatus and method of generating a virtual shift effect in an electric vehicle are provided. The apparatus for generating a virtual shift effect in an electric vehicle includes: a driving information detector configured to detect driving information of the electric vehicle; a controller configured to determine a virtual shift point based on the detected driving information and output a control signal for generating the virtual shift effect at the determined virtual shift point; and a disconnector configured to disengage power transmission between sub-driving wheels and sub-wheel motor, wherein the disconnector is engaged or disengaged according to the control signal output, and generates an impact occurring upon the engagement or disengagement of the disconnector as the virtual shift effect.

A method of controlling gear shifting in an electric vehicle includes: determining whether or not an electric vehicle travels in an electric vehicle (EV) traveling mode; determining whether or not kick-down gear shifting is required in the EV traveling mode; determining whether or not acceleration linearity control is possible, in a case where the kick-down gear shifting is required; performing correction of a torque of a motor in a case where the acceleration linearity control is possible; and performing gear shifting in a transmission on the basis of the corrected torque of the motor.

The disclosure is directed at a method and apparatus for an active convertor dolly for use in a tractor-trailer configuration. In one embodiment, the apparatus includes a system to connect a tractor to a trailer. The apparatus further includes a charge generating system for translating the mechanical motions or actions of the dolly into electricity or electrical energy so that this energy can be used to charge a battery or to power other functionality for either the dolly or the tractor-trailer. The active dolly may also operate to assist in shunting the tractor-trailer.

A vehicle controlling apparatus includes first and second slip determining units, first and second slip controllers, and a target torque corrector. The first slip controller is configured to maintain a slip rate of a first drive wheel at a predetermined slip rate, in a case where an execution condition of a first slip control is determined by the first slip determining unit as being satisfied. The second slip controller is configured to maintain a slip rate of a second drive wheel at a predetermined slip rate, in a case where an execution condition of a second slip control is determined by the second slip determining unit as being satisfied. The target torque corrector is configured to decrease a target torque of a second motor, in a case where the execution condition of the first slip control is satisfied and where the execution condition of the second slip control is unsatisfied.

A method for controlling wheel slip of a vehicle. The vehicle comprises at least a first and a second motion support device, MSD, for providing torque to a common wheel of the vehicle. The method comprises receiving a wheel torque request. Based on the received wheel torque request, the method further comprises controlling the first MSD to provide torque to the wheel in a first mode of operation, and controlling the second MSD to provide torque to the wheel in a second mode of operation which is different from the first mode of operation. The controlling of the first MSD and the controlling of the second MSD are, at least temporarily, performed simultaneously.

The present disclosure relates to a vehicle motion management system as well as an actuator control system of a vehicle. The vehicle motion management system and actuator control system are arranged to control operation of at least one actuator configured to apply a torque to at least one wheel of the vehicle. The vehicle motion management system is configured to transmit a control signal to the actuator control system, wherein the actuator control system is configured to, based on the control signal, generate an operating torque to be executed subject to the torque limit and the desired wheel speed.

An electric vehicle includes first and second traveling motors, first and second rotational position sensors, and a measurement controller. The first rotational position sensor detects a rotation angle of the first traveling motor and has a first wheel-speed range in which a deviation of an original position of the first rotational position sensor is measurable. The second rotational position sensor detects a rotation angle of the second traveling motor and has a second wheel-speed range in which a deviation of an original position of the second rotational position sensor is measurable. The second wheel-speed range differs from the first wheel-speed range. The measurement controller executes, in an execution order, measurements of the deviations of the original positions of the first and second rotational position sensors while the electric vehicle is traveling, and switch the execution order on the basis of acceleration or deceleration data of the electric vehicle.