A system for reducing overdraw of power in a vehicle includes a power source having a battery and a fuel cell circuit. The system further includes an ECU that transmits a power limit signal to a vehicle controller, the power limit signal corresponding to an instantaneous maximum amount of power of the power source. The ECU also determines a battery allowed power corresponding to an amount of power available to be drawn from the battery to cause the SOC of the battery to remain above a lower SOC threshold. The ECU also determines a current battery power draw from the battery corresponding to an instantaneous amount of power being drawn from the battery. The ECU is designed to reduce the instantaneous maximum amount of power in the power limit signal when the current battery power draw is greater than the battery allowed power, reducing the current battery power draw.

A vehicle power supply system provides redundant high-voltage and low-voltage power supply for an electric vehicle or a hybrid-electric vehicle. The power supply system includes first and second high-voltage battery units. A positive terminal of the first unit is connected to a positive power distribution arrangement and a positive terminal of the second unit is connected to a negative terminal of the first high-voltage battery unit via an intermediate power distribution arrangement, and a negative terminal of the second unit is connected to a negative power distribution arrangement. The system has a first bypass line connecting the positive power distribution arrangement with the intermediate power distribution arrangement, and a second bypass line connecting the negative power distribution arrangement with the intermediate power distribution arrangement.

A control system for controlling electrical power consumption from energy storage means by a traction motor of a vehicle caused by a wheel slip event includes: one or more electronic controllers configured to: receive a torque request for the traction motor; determine a current known prevailing speed value of the traction motor; determine a maximum allowable increase in speed of the traction motor of to occur during a latency period associated with the prevailing speed value of the current known speed of the traction motor; determine an electrical power consumption limit in dependence on the torque request, the current known prevailing speed value of the traction motor of the vehicle and the maximum allowable increase in speed of the traction motor; and control torque provision of the traction motor in dependence on the torque request and the electrical power consumption limit.

Technologies and techniques for operating a flying object, such as a battery-operated flying object that includes at least one battery system and at least one electric drive unit. During an emergency, a first power limit of the battery system can be increased to a second power limit of the battery system such that a safe emergency landing of the flying object is possible.

A method for optimising the power of an electrified vehicle having at least one electrical energy accumulator, at least one electrical drive and at least one auxiliary unit, the electrical energy accumulator having a maximum discharge power and a continuous discharge power. The power available from the electrical energy accumulator is distributed intelligently in order to make vehicle operation which is acceptable to the driver of the electrified vehicle possible.

The present disclosure relates to a battery including a voltage-measuring apparatus, at least one reversible disconnection apparatus, and a circuit of electronic components. The voltage-measuring apparatus is configured to determine a battery voltage. The at least one reversible disconnection apparatus is configured to electrically disconnect the battery from an electrical supply system, such that the disconnection can be cancelled again, for charging or discharging the battery. The circuit of electronic components is a circuit configured to open the disconnection apparatus in the event of an undervoltage and/or an overvoltage of the battery.

The rechargeable battery arrangement includes a first plurality of series-connected first charge storage cells, a second plurality of series-connected second charge storage cells, and a third plurality of series-connected third charge storage cells. The arrangement further includes a first converter having a first connection pair is connected to the third plurality of series-connected third charge storage cells, and a second connection pair, connected in series with the first plurality of series-connected first charge storage cells. A series connection consisting of the first plurality of first charge storage cells and the first converter is connected in parallel to the second plurality of second charge storage cells. Moreover, the first converter is configured to convert at least one of a voltage and a current supplied by the third plurality of series-connected third charge storage cells, and to output said voltage and/or current at the second connection pair. In addition, a lowest potential of the second plurality of series-connected second charge storage cells forms a first connection of the accumulator arrangement, and a highest potential of the second plurality of series-connected second charge storage cells forms a second connection of the accumulator arrangement.

A vehicle control apparatus capable of protecting a pre-charge circuit is provided. When a voltage has entered an operating voltage range, a microcomputer determines whether a preset period has elapsed from then. Upon determining that the preset period has elapsed, the microcomputer starts initial check. To carry out the initial check, the microcomputer starts charging a capacitor for power supply stabilization of a drive circuit by turning on the pre-charge circuit and, when the charging of the capacitor is completed, turns on a power supply relay provided on a power supply line that connects between a battery and the drive circuit.

When such an abnormality that a battery voltage system voltage is brought into an overvoltage state during regenerative control of a motor occurs, a booster converter is shut down, a system main relay is brought into a non-arc state and turned off. Then, an engine is started when an operation of the engine is stopped. The booster converter is used to determine turning-off of the system main relay, and a battery-less travel is started thereafter. In this way, inconvenience that possibly occurs by starting the battery-less travel at a time when abnormality of the system main relay being stuck to be on occurs can be avoided.

The available power surge capacity of a battery is detected. The available steady state regeneration energy capacity of the battery is also detected. The available battery generation power, available from an electric motor, is detected as well. The generation power available from the electric motor is applied to regenerate (or recharge) the battery based upon the available power surge capacity, and the available steady state capacity of the battery.