An automotive controller drives a plurality of relays to a first position or a second position depending on which of a first port and second port, that are both arranged to provide electrical power, has greater electrical power such that a traction battery receives current from the one of the first port and second port delivering the greater electrical power but not the other of the first port and second port.

A vehicle authentication control apparatus comprises an information acquisition unit for acquiring, via an in-vehicle communication network, authenticated information, which is first format information generated by a first authentication method transmitted by at least one vehicle control unit mounted on a vehicle, authentication processing unit for executing authentication processing on the authenticated information, and an information transmitting unit for transmitting, via the in-vehicle communication network to another vehicle control unit, a result of the authentication processing, wherein the in-vehicle communication network has a plurality of vehicle control units physically connected thereto, and authenticated information generated by the first authentication method and second format information generated by a method different from the first authentication method are communicated therethrough, and the first authentication method is for executing authentication processing based on an actual data portion and an authenticator portion included in the authenticated information, and a preset encryption key.

A revolution position of an engine is set to a revolution position suitable for a start. A control apparatus for an electric vehicle includes an engine, a motor which generates electricity, a battery, a first controller which drives the engine, a second controller which drives the motor, and a sensor. The second controller confirms a relative position relationship between a revolution position of the engine and a rotation position of the motor by acquiring information of the revolution position of the engine from the first controller during the electricity generation driving by the motor and monitors the revolution position of the engine based on the relative position relationship and a signal from the sensor, and the second controller checks the stop position of the engine through the monitoring of the revolution position of the engine when the motor finishes the electricity generation driving.

An accessory control system for a vehicle includes a controller configured to be installed on the vehicle and a wire harness connected to the controller to communicate output signals from the controller. The wire harness has an input connector and an output connector. The input connector is connected to the controller. The output connector is configured to be selectively connected to one of a first vehicle accessory and a second vehicle accessory. The output connector of the wire harness is configured to be disposed at a selected location on the vehicle. The controller is preprogrammed to transmit at least one first accessory signal through the wire harness to control the first vehicle accessory. The controller is configured to be reprogrammed to transmit at least one second accessory signal through the wire harness to control the second vehicle accessory.

Embodiments of the invention include autonomous vehicles and mm-wave systems for communication between components. In an embodiment the vehicle includes an electronic control unit (ECU). The ECU may include a printed circuit board (PCB) and a CPU die packaged on a CPU packaging substrate. In an embodiment, the CPU packaging substrate is electrically coupled to the PCB. The ECU may also include an external predefined interface electrically coupled to the CPU die. In an embodiment, an active mm-wave interconnect may include a dielectric waveguide, and a first connector coupled to a first end of the dielectric waveguide. In an embodiment, the first connector comprises a first mm-wave engine, and the first connector is electrically coupled to the external predefined interface. Embodiments may also include a second connector coupled to a second end of the dielectric waveguide, wherein the second connector comprises a second mm-wave engine.

A method for controlling two serially disposed relays that switch a load with two different safety levels depending on the driving situation in a vehicle includes querying state information that includes movement state information and/or coasting operation information of the vehicle, determining a safety level of the two different safety levels depending on the driving situation, using the state information, detecting a relay of the two serially disposed relays using a balancing rule when the safety level determined in step b) represents a lower safety level of the two safety levels, switching the selected relay into a non-conductive state and keeping the further relay in a conductive state when a first request signal for switching off the load is received, and switching the selected relay into a conductive state when a second request signal for switching on the load is received.

Electrical power systems and methods of controlling electrical power systems are described. One such electrical power system comprises: a first ac bus and a first generator set configured to supply the first ac bus with ac electrical power; a second ac bus and a second generator set, configured to supply the second ac bus with ac electrical power; an interconnecting transformer connected between the first and second ac busses; a primary electrical load connected to both the first and second ac busses via a converter arrangement; an auxiliary load connected to the first ac bus; and a controller configured to control the first generator set according to a first droop control profile and to control the second generator set according to a second droop control profile, the first and second droop control profiles relating respective generator operating frequencies of the first and second generator sets to respective output powers of the first and second generator sets.

A control system and method for controlling a vehicle subsystem are provided. The control system includes a remote parameter sensor configured to generate a remote parameter signal indicative of a value of a universal parameter associated with an environment in which a vehicle is operating. The system further includes a local parameter sensor configured to generate a local parameter signal indicative of the value of the universal parameter and a local controller. The controller is configured to receive the local parameter signal along a first signal path, receive the remote parameter signal and a command signal configured for controlling a function of the vehicle subsystem along a second signal path, compare the local and remote parameter signals and implement the function of the vehicle subsystem responsive to the command signal if the remote parameter signal meets a predetermined condition relative to the local parameter signal.

A vehicle control system includes a plurality of devices, a first device included in the devices including: a storage configured to store consistency information including a permitted combination of versions of software installed on each of one or more devices in association with each of the control functions; a determination unit configured to determine whether the consistency information consistent with versions of software installed on a part of the devices exists when consistency does not exist in the versions of all software installed on each of the devices; and a performance control unit configured to permit performance of a part of control functions associated with the consistency information consistent with the versions of software installed on the part of the devices when the consistency information consistent with the versions of software installed on the part of the devices exists.

In an on-vehicle control device, control units of multiple sections forming a redundant section include fail-safe calculation units that complement each other by respective calculation results. The control united in which the fail-safe calculation units are disposed are configured as a collective aggregate, the control units include calculation boards configured to perform calculation processing on the multiple sections, respectively, and output boards configured to output calculation results of the calculation processing by the calculation boards, and a common unit including a common interface connected to a plurality of the output boards respectively corresponding to the multiple sections is aggregated in a partial specific region of the aggregate.