Abstract: A vehicle includes a multi-core processor having first, second, and cores and having first and second analog-to-digital converters (ADC) associated with the first and second cores, respectively. The first and second ADC are configured to convert analog phase currents to first and second digital phase current values, respectively. The multi-core processor is configured to generate first and second rotor-angle data from digital signals representing a position of the electric machine. The processor is programmed to, via the first core, estimate a first output torque of the electric machine based on the first rotor-angle data and the first digital phase current values, via the second core, estimate a second output torque based on the second rotor-angle data and the second digital phase current values, and, via the third core, command de-activation of the electric machine in response to a difference between the first and second output torques exceeding a threshold.

Abstract: A vehicle includes a multi-core processor having first, second, and cores and having first and second analog-to-digital converters (ADC) associated with the first and second cores, respectively. The first and second ADC are configured to convert analog phase currents to first and second digital phase current values, respectively. The multi-core processor is configured to generate first and second rotor-angle data from digital signals representing a position of the electric machine. The processor is programmed to, via the first core, estimate a first output torque of the electric machine based on the first rotor-angle data and the first digital phase current values, via the second core, estimate a second output torque based on the second rotor-angle data and the second digital phase current values, and, via the third core, command de-activation of the electric machine in response to a difference between the first and second output torques exceeding a threshold.

Abstract: A vehicle includes a controller configured to deactivate an inverter driving the rotor. The deactivation being responsive to respective speeds for a rotor derived from respective samples from each of a monitoring core and a current control core over a same temporal window being different by a threshold amount. The cores each generate a different number of the samples due to having different chronometric periods and the temporal window being greater than the chronometric periods.

Abstract: An example electric vehicle charging method includes charging a battery of a vehicle using an external power source, and adjusting the charging based on a predicted amount of charging generated when driving the vehicle from the external power source to a destination. The external power source is at a higher elevation than some point along the route to the at least one destination.

Abstract: A method for controlling torque delivery in a vehicle powertrain using an enhanced limited operating strategy. The strategy is implemented when a powertrain controller fails to respond properly to a driver command for traction wheel torque whereby a modified wheel torque at vehicle traction wheels under driver control is made available.

Abstract: Systems, apparatus, and methods are presented to transfer energy between an energy storage device (ESD) at an electrified vehicle (EV) and an AC or DC external load such as an electric grid, appliance or power tool. A portable EVETA can engage an EV charge inlet couple an EV, and can provide an AC outlet, a grid interface and a DC connector for coupling external loads. An EVETA can be used at a remote construction site or campsite to power high current equipment, obviating the need to transport an electric generator. An EVETA can be configured for data and control communication with the EV to coordinate energy transfer. An EVETA can receive a predetermined ESD state of charge limit so that the transfer process can be terminated to preserve sufficient charge for EV return to a desired destination. A human machine interface enables user input reception and information display.

Abstract: A battery electric vehicle life support system for a battery electric vehicle. The system may include at least one controller adapted to receive charging station location data; a vehicle battery interfacing with the at least one controller, the at least one controller adapted to receive state of charge data from the vehicle battery; and the at least one controller adapted to determine a probability that the vehicle will reach at least one battery charging station based on the state of charge data and the charging station location data. A battery electric vehicle life support method is also disclosed.

Abstract: A system and method for controlling an electric-vehicle is provided. The system and method calculates a likelihood of arriving at a destination based on vehicle data and a current route. The likelihood is compared to least a first threshold and a second threshold. A first action is implemented when the likelihood is less than the first threshold and greater than the second threshold. A second action being different from the first action is implemented when the likelihood is less than the second threshold.

Abstract: A portable charging device can provide controllable fast DC charging of an electric vehicle (EV) high voltage battery by a separate EV high voltage battery. The charging device can be configured to comply with universal standards for EV charging so as to be compatible with various automobile models of various manufacturers. The device can be configured to establish a communication link with a donor and recipient vehicle and conduct a voltage matching process between the batteries of the two vehicles prior to transferring power to the recipient vehicle battery. To prevent energy theft, control of a charging process can be shared among the charging device and the donor and receiver vehicles. A charger device can be configured to enable a charging process only when no faults are detected. A charger device can allow a motorist to quickly recharge a depleted high voltage battery at a convenient time and location.

Abstract: Systems, apparatus, and methods are presented to transfer energy between an energy storage device (ESD) at an electrified vehicle (EV) and an AC or DC external load such as an electric grid, appliance or power tool. A portable EVETA can engage an EV charge inlet couple an EV, and can provide an AC outlet, a grid interface and a DC connector for coupling external loads. An EVETA can be used at a remote construction site or campsite to power high current equipment, obviating the need to transport an electric generator. An EVETA can be configured for data and control communication with the EV to coordinate energy transfer. An EVETA can receive a predetermined ESD state of charge limit so that the transfer process can be terminated to preserve sufficient charge for EV return to a desired destination. A human machine interface enables user input reception and information display.

Abstract: An example electric vehicle charging method includes charging a battery of a vehicle using an external power source, and adjusting the charging based on a predicted amount of charging generated when driving the vehicle from the external power source to a destination. The external power source is at a higher elevation than some point along the route to the at least one destination.

Abstract: A battery electric vehicle life support system for a battery electric vehicle. The system may include at least one controller adapted to receive charging station location data; a vehicle battery interfacing with the at least one controller, the at least one controller adapted to receive state of charge data from the vehicle battery; and the at least one controller adapted to determine a probability that the vehicle will reach at least one battery charging station based on the state of charge data and the charging station location data. A battery electric vehicle life support method is also disclosed.

Abstract: A system and method for obtaining an emergency recharge in an electric vehicle is provided. The system may leverage a network of electric vehicle owners and drivers to facilitate a peer-to-peer emergency recharge of an electric vehicle unable to reach a charging station before its energy storage device is depleted. A list of potential rescuers willing to provide portable charging assistance may be generated. Out-of-range rescue vehicles may be filtered from the list. The list of potential rescuers may then be sorted based on drive time to an intercept location. Potential rescuers from the list may be sequentially contacted according to the sort order until a request for portable charging assistance is accepted. Drivers of both the soon to be stranded vehicle and the rescue vehicle may receive route guidance from navigation systems to a mutually agreeable intercept location where the peer-to-peer emergency recharge can take place.

Abstract: A system and method for controlling an electric-vehicle is provided. The system and method calculates a likelihood of arriving at a destination based on vehicle data and a current route. The likelihood is compared to least a first threshold and a second threshold. A first action is implemented when the likelihood is less than the first threshold and greater than the second threshold. A second action being different from the first action is implemented when the likelihood is less than the second threshold.

Abstract: A system and method for obtaining an emergency recharge in an electric vehicle is provided. The system may leverage a network of electric vehicle owners and drivers to facilitate a peer-to-peer emergency recharge of an electric vehicle unable to reach a charging station before its energy storage device is depleted. A list of potential rescuers willing to provide portable charging assistance may be generated. Out-of-range rescue vehicles may be filtered from the list. The list of potential rescuers may then be sorted based on drive time to an intercept location. Potential rescuers from the list may be sequentially contacted according to the sort order until a request for portable charging assistance is accepted. Drivers of both the soon to be stranded vehicle and the rescue vehicle may receive route guidance from navigation systems to a mutually agreeable intercept location where the peer-to-peer emergency recharge can take place.

Abstract: A portable charging device can provide controllable fast DC charging of an electric vehicle (EV) high voltage battery by a separate EV high voltage battery. The charging device can be configured to comply with universal standards for EV charging so as to be compatible with various automobile models of various manufacturers. The device can be configured to establish a communication link with a donor and recipient vehicle and conduct a voltage matching process between the batteries of the two vehicles prior to transferring power to the recipient vehicle battery. To prevent energy theft, control of a charging process can be shared among the charging device and the donor and receiver vehicles. A charger device can be configured to enable a charging process only when no faults are detected. A charger device can allow a motorist to quickly recharge a depleted high voltage battery at a convenient time and location.

Abstract: A method and system for estimating CO2 produced by an internal combustion engine disposed in a vehicle and transmitting the CO2 produced to a display device within the vehicle are disclosed. Estimated CO2 produced is based on amount of fuel consumed and fuel composition, e.g., alcohol content in a gasoline-alcohol blend. The amount of fuel consumed is computed based on fuel pulse width commanded to fuel injectors disposed in the engine, the pressure drop across the fuel injectors, and fuel injector nozzle cross-section. Instantaneous CO2 produced and/or average CO2 produced can be computed and displayed. Instantaneous CO2 produced is averaged over a short interval with the display updated regularly. Average CO2 produced is averaged over a typically longer interval, being reset, in one embodiment, by an operator of the vehicle depressing a reset button.

Abstract: A method of controlling a hybrid propulsion system of a vehicle, the hybrid propulsion system including an internal combustion engine and an alternate powertrain torque source capable of propelling the vehicle while the engine is turned off, the method comprising of detecting congestion by receiving and analyzing data that is external to the vehicle, and controlling a transition of the hybrid propulsion system between a first propulsion mode and a second propulsion mode based on said detecting of congestion.

Abstract: A method and system for estimating CO2 produced by an internal combustion engine disposed in a vehicle and transmitting the CO2 produced to a display device within the vehicle are disclosed. Estimated CO2 produced is based on amount of fuel consumed and fuel composition, e.g., alcohol content in a gasoline-alcohol blend. The amount of fuel consumed is computed based on fuel pulse width commanded to fuel injectors disposed in the engine, the pressure drop across the fuel injectors, and fuel injector nozzle cross-section. Instantaneous CO2 produced and/or average CO2 produced can be computed and displayed. Instantaneous CO2 produced is averaged over a short interval with the display updated regularly. Average CO2 produced is averaged over a typically longer interval, being reset, in one embodiment, by an operator of the vehicle depressing a reset button.

Abstract: A method for controlling torque delivery in a vehicle powertrain using an enhanced limited operating strategy. The strategy is implemented when a powertrain controller fails to respond properly to a driver command for traction wheel torque whereby a modified wheel torque at vehicle traction wheels under driver control is made available.