A towable crash-attenuating vehicle is shown having a frame; at least two axles coupled to the frame, each of the axles having wheels attached thereto; a T-shaped ballast coupled to the frame, and oriented such that the weight of the ballast is biased toward the front end of the frame; deflection shields coupled to the right and left sides of the frame, wherein the deflection shields cover the frame and a majority of the wheels on each side of the vehicle; a tow connection coupled to the front of the frame, pivotable from a deployed state to an undeployed state; an impact attenuator coupled to the rear of the frame; wherein the vehicle is provided with a brake system, and wherein said brake system may be locked and unlocked and wherein the vehicle is provided with an on-board mechanism for locking and unlocking the brake system.

A portable rescue power bank for an electric vehicle. The portable rescue power bank includes an electrical energy storage, a first bidirectional DC/DC converter having a first side connected to the electrical energy storage and a second side connected to a high-voltage electrical connector that is suitable for being connected to a corresponding high-voltage electrical connector of the electric vehicle, a second bidirectional DC/DC converter having a first side connected to the electrical energy storage and a second side connected to a low-voltage electrical connector that is suitable for being connected to a corresponding low-voltage electrical connector of the electric vehicle, and an electronic control unit configured for controlling operation of the first and second bidirectional DC/DC converters.

A portable rescue power bank for an electric vehicle. The portable rescue power bank includes an electrical energy storage, a first bidirectional DC/DC converter having a first side connected to the electrical energy storage and a second side connected to a high-voltage electrical connector that is suitable for being connected to a corresponding high-voltage electrical connector of the electric vehicle, a second bidirectional DC/DC converter having a first side connected to the electrical energy storage and a second side connected to a low-voltage electrical connector that is suitable for being connected to a corresponding low-voltage electrical connector of the electric vehicle, and an electronic control unit configured for controlling operation of the first and second bidirectional DC/DC converters.

An electronic brake system including a hydraulic circuit that supplies a hydraulic pressure to a wheel cylinder, the electronic brake system including: a plurality of electronic valves provided to open and close a flow path of the hydraulic circuit; and a controller configured to correct a target current of an electronic valve in operation among the plurality of electronic valves based on a voltage input from a battery of a vehicle during braking control or feedback currents of the plurality of electronic valves, and increase a current supplied to the electronic valve so that the current of the electronic valve in operation reaches the corrected target current.

Vehicle power distribution circuit for connecting between a battery and a power line connected to a generator or DC/DC-Converter. The circuit has a charging line connecting the battery to the power line for charging the battery when a forward voltage is applied by the generator or DC/DC-Converter. An ideal diode arrangement is provided in the charging line for conducting a forward current from the generator or DC/DC-Converter to the battery when the forward voltage is applied. The ideal diode arrangement prevents conduction of a reverse current from the battery to the power line when a reverse voltage is applied.

A method for controlling a vehicle active chassis power system includes determining, via a processor, a minimum output voltage/current threshold for an aggregated power supply associated with an active chassis operation, and generating an aggregate State of Function (SoF) indicative of a maximum voltage/current budget for an output of the vehicle active chassis power system. The aggregate SoF is based on a primary power source voltage/current output and a power storage voltage/current output. The method further includes causing to control an active chassis power system actuator based on a minimum voltage/current value associated with the aggregate SoF. Causing to control the active chassis power system actuator can include publishing the aggregate SoF to a braking actuator, a steering actuator, or to a domain controller that actively distributes an aggregated power supply capability SoF to a braking actuator and a steering actuator based on one or more present vehicle states.

A method for controlling a vehicle active chassis power system includes determining, via a processor, a minimum output voltage/current threshold for an aggregated power supply associated with an active chassis operation, and generating an aggregate State of Function (SoF) indicative of a maximum voltage/current budget for an output of the vehicle active chassis power system. The aggregate SoF is based on a primary power source voltage/current output and a power storage voltage/current output. The method further includes causing to control an active chassis power system actuator based on a minimum voltage/current value associated with the aggregate SoF. Causing to control the active chassis power system actuator can include publishing the aggregate SoF to a braking actuator, a steering actuator, or to a domain controller that actively distributes an aggregated power supply capability SoF to a braking actuator and a steering actuator based on one or more present vehicle states.

The present disclosure relates to a dual energy storage system that includes a lithium ion battery electrically coupled in parallel with a lead acid battery, where the lithium ion battery and the lead-acid battery are electrically coupled to a vehicle bus, where the lithium ion battery open circuit voltage (OCV) partially matches the lead-acid battery OCV such that the lead-acid battery OCV at 100% of the lead-acid battery state of charge (SOC) is about equal to the lithium ion battery OCV at 50% of the lithium ion battery SOC.

The present disclosure relates to a dual energy storage system that includes a lithium ion battery electrically coupled in parallel with a lead acid battery, where the lithium ion battery and the lead-acid battery are electrically coupled to a vehicle bus, where the lithium ion battery open circuit voltage (OCV) partially matches the lead-acid battery OCV such that the lead-acid battery OCV at 100% of the lead-acid battery state of charge (SOC) is about equal to the lithium ion battery OCV at 50% of the lithium ion battery SOC.

This disclosure is directed to supercapacitor systems for supporting relatively high power transient electrical loads within vehicles. An exemplary supercapacitor system includes a mounting assembly and a supercapacitor housed within the mounting assembly. The mounting assembly may be employed to mount the supercapacitor system within a vehicle, such as within a cowl assembly or cargo space of the vehicle. The mounting assembly may include multiple panels. At least one of the multiple panels may be made of a thermally conductive polymer, and at least one other panel of the multiple panels may be made of a polymer that is reinforced by a structural foam.