Abstract: A hybrid vehicle includes a battery, a generating unit having an internal combustion engine and a generator which generates electric power by operating the internal combustion engine to supply the generated electric power to a motor or the battery, and the motor which is driven by the electric power supplied from at least one of the battery and the generating unit. A generation control apparatus for the hybrid vehicle evaluates the driving condition of the vehicle from viewpoints of the energy consumption at the motor, the NV performance of the vehicle and the generation efficiency of the generating unit and determines whether or not the operation of the generating unit is necessary based on an evaluation parameter of any one or more viewpoints.

Abstract: A vehicle includes a motor serving as a driving source configured to run the vehicle, and a high-power and high-capacity assembled batteries, each of the assembled batteries being formed to include secondary batteries configured to supply an electric power to the motor, the secondary batteries of the assembled batteries being housed in different cases. The high-power and high-capacity assembled batteries are arranged around a luggage space located in a rearward portion of the vehicle. The high-power assembled battery is chargeable and dischargeable with a current larger than a current in the high-capacity assembled battery. The high-capacity assembled battery has an energy capacity larger than an energy capacity of the high-power assembled battery. The high-capacity assembled battery is arranged above or below the high-power assembled battery in the vehicle, and at least a portion of the high-capacity assembled battery protrudes from the high-power assembled battery rearward in the vehicle.

Abstract: A system (e.g., a monitoring device) for monitoring a first battery (e.g., a vehicle battery) provided in a vehicle is provided with a monitoring unit for monitoring the electric state of the first battery (e.g., the vehicle battery) capable of starting a motor of the vehicle; and a power supply unit that is a second battery for supplying electric power to the monitoring unit. The monitoring unit may determine whether or not the motor is stopped, and when the motor is stopped, the monitoring unit may monitor, as the electric state of the first battery, e.g., the voltage of the first battery.

Abstract: A first power storage section and a second power storage section are connected in parallel. The first power storage section includes a first non-aqueous electrolyte secondary battery. The second power storage section includes parallel-connected second non-aqueous electrolyte secondary batteries. Each of the second non-aqueous electrolyte secondary batteries has a higher energy density than that of the first non-aqueous electrolyte secondary battery. In a case where the second power storage section is discharged at a current value corresponding to a first assumed maximum discharge current value, the parallel-connected number of the second non-aqueous electrolyte secondary batteries is set such that a discharge rate of each of the second non-aqueous electrolyte secondary batteries becomes the preset reference discharge rate or less.

Abstract: Various systems and methods for facilitating operation of a millimeter-wave communication component in conjunction with another component, in which the millimeter-wave communication component is mechanically fixed to or with the other components and is therefore oriented in a certain direction that is not necessarily aligned with a target node. The embedded millimeter-wave communication component compensates for said orientation by steering, electronically, a millimeter-wave beam toward the target node. The millimeter-wave communication component may be embedded in or with the other component using a built-in connector, or it may be a-priori embedded in or with the other component.

Abstract: Systems and methods for improving operation of a driveline disconnect clutch for a hybrid vehicle shifting are presented. In one example, pressure of a working fluid supplied to the driveline disconnect clutch is adjusted in response to a rate of change in accelerator pedal position. Further, pressure of the working fluid may be decreased responsive to selected operating conditions.

Abstract: In order to manage power exchanged between an electric vehicle 1 and a house system 2 including an electric device 22, a power management device includes a vehicle detection portion 26 configured to detect a vehicle available for a resident of the house. A controller 24 determines power supplied from the electric vehicle 1 to the house system 2 in accordance with the presence of the vehicle detected by the vehicle detection portion 26. The power management device can thereby supply power from an electric vehicle to a house while securing the situation where the resident can move by vehicle in emergencies.

Abstract: A hybrid electric vehicle (HEV) includes an internal combustion engine, a traction motor, a generator, and a traction battery. Available electric power in the HEV is based upon the available power in the traction battery. The engine and the motor may both work simultaneously to propel the HEV. While the engine is powering the HEV, a controller is configured to increase a power output of the engine based upon a difference between available battery power and a combination of desired motor power and desired generator power.

Abstract: A method manages energy of a hybrid vehicle. The vehicle includes a heat engine, one or more electric traction motors, a high-voltage traction battery, a low-voltage on-board battery for accessories of the vehicle, a current inverter to transform direct currents into alternating currents for the electric motor, and a reversible current transformer to convert high-voltage current into low-voltage current of the on-board battery and to use a stock of energy available in the low-voltage battery to not draw energy from the high-voltage battery when it has a relatively low level of charge. The method includes determining an operating point of the vehicle involving a minimum fuel consumption in the heat engine by imposing on the electric motor a torque that minimizes a criterion of total fuel consumption by the consumption of the heat engine, power consumed in the traction battery, and power consumed in the on-board battery.

Abstract: An apparatus includes at least one energy source and a drive system coupled to the at least one energy source. The drive system converts electrical power received from the at least one energy source and provides converted electrical power for driving at least one load. The drive system includes a first converter, a second converter, and a first switch module coupled to outputs of the first and second converters. When the apparatus is operating under a first mode, the first switch module is switched to assume a first state to allow a first output electrical power provided from the first converter and a second output electrical power provided from the second converter to be combined for driving a first load with the combined output electrical power.

Abstract: A control method of a hybrid vehicle may include performing a series of commands by a control portion including determining whether an accelerator pedal change amount detected by an accelerator pedal sensor is greater than a predetermined value, starting up an engine through a Hybrid Shaft Generator (HSG) during conversion into an HEV mode from an EV mode, controlling the engine to output constant torque, and synchronizing engine torque with motor torque to engage a clutch.

Abstract: An arrangement for maintaining an operating temperature of a battery (8) in a vehicle (1). A cooling system (12) with a circulating coolant. A radiator (14) to cool the coolant includes a heat-transfer region (12a) where the coolant is in contact with the battery (8). An AC installation with a circulating refrigerant includes a first circuit with a first evaporator (21) in which a refrigerant cools air in a driving cab space (2) of the vehicle (1), and a first condenser (17) where the refrigerant releases thermal energy; a second circuit with a second evaporator where the refrigerant cools the coolant in the cooling system (12), and a second condenser (24) where the refrigerant warms the coolant in the cooling system (12).

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline braking may transition from regenerative braking to engine braking to reduce the possibility of battery degradation.

Abstract: A vehicle information providing device provides route information to vehicles. The vehicle information providing device has a history information accumulation unit that sequentially acquires at least one of driving location information, power consumption information and charging location information from vehicle-mounted devices of a plurality of vehicle, and stores as driving history information. A presentation route is determined by extracting the stored driving history information. The stored driving history information is referenced to determine a route travelled from the departure-point range to the target-point range, from among the routes travelled by the vehicle as the presentation route. Also, the vehicle information providing device alters the search conditions and the search is performed again, when there are no routes traveling from the departure location range to the destination range within a predetermined range.

Abstract: According to one embodiment, an electrical power management system for an internal combustion engine system with a power consumption device includes a battery and a supercapacitor. The battery is coupleable in electrical power providing communication with the power consumption device. The supercapacitor is coupleable in electrical power providing communication with the power consumption device.

Abstract: The present disclosure relates to a charging system for an energy storage device of hybrid construction machinery, and more particularly, to a charging system for an energy storage device of hybrid construction machinery which is capable of computing an amount of regenerable energy predicted according to an operational situation of an actuator, calculating a target charging rate of the energy storage device by reflecting the computed amount of the regenerable energy, and finally, computing an amount of power generated by an engine auxiliary motor in order to compensate for a difference between a target voltage and an actual voltage of the energy storage device, in the case of charging the energy storage device of the electric hybrid construction machinery.

Abstract: An information notifying device in accordance with the present disclosure includes a first communication circuit, a second communication circuit, a clock, and a controller. The first communication circuit receives first information regarding an estimated arrival time at which transportation equipment will arrive at a destination. The second communication circuit receives second information regarding a remaining battery capacity of a battery installed in an external device. The clock keeps a current time. The controller calculates a first charging time necessary to charge the external device to a fully charged state based on the second information, and outputs information prompting to charge the external device at a first timing based on the first information, the current time and the first charging time.

Abstract: Solar energy collection and storage systems and processes of using such systems. Non-direct solar energy collection and storage systems can generate electricity from solar radiation using a solar thermoelectric generator and at the same time capture solar thermal energy in a working fluid. The working fluid can then transfer the heat to a thermal storage medium where the heat can be retrieved on demand to generate electricity and heat a fluid. Direct solar energy collection and storage systems can store solar thermal energy in a thermal storage medium directly from solar radiation and the heat from the thermal storage medium can be used on demand to generate electricity and heat a fluid.

Abstract: A vehicle controlling system includes a high-voltage circuit including a motor for driving a vehicle and a generator driven by an engine; an intermediate-voltage circuit including a battery and having a potential lower than the potential of the high-voltage circuit; a low-voltage circuit having a potential lower than the potential of the intermediate-voltage circuit, accessories being disposed to the low-voltage circuit; a transformer disposed between the high-voltage circuit and the intermediate-voltage circuit; and a down converter disposed between the intermediate-voltage circuit and the low-voltage circuit.

Abstract: An electrically driven vehicle includes: a vehicle body provided with the vehicle interior, a battery which is mounted to the vehicle body and is able to be used for running, an electric heater which executes an air-conditioning operation which uses an electrical power of the battery when air-conditioning vehicle interior, a power generation device which is at least partly removably mounted to the vehicle body and executes another air-conditioning operation other than the air-conditioning operation which uses the electrical power of the battery when air-conditioning the vehicle interior, and an air conditioning change unit which changes the use state of at least one of the electric heater and the power generation device.

Abstract: A gasifier energy production device including: a gasifier device including a fuel inlet, an air inlet, and a fuel gas outlet; a heat engine including an air inlet, a fuel gas inlet, and an exhaust gases outlet; a battery; an electrical current generator, the heat engine is coupled to at least the electrical current generator and the electrical generator is coupled to the battery; and a controller such that all fuel gas produced by the gasifier device once the gasifier device produces sufficient gas to make the heat engine operate and until the heat engine has stopped is injected into the engine such that energy required at an output from the energy production device is independent of the production of fuel gas.

Abstract: Desulfation of a primary battery of an on-board power system of a motor vehicle takes place during operation of an internal combustion engine using electrical energy transmitted to the primary battery front the internal combustion engine. When the internal combustion engine is switched off, or otherwise not operational, desulfation of the primary battery continues using a secondary battery wherein electrical energy is transmitted to the primary battery from the secondary battery.

Abstract: A system and a method for controlling regenerative braking of an electric vehicle are provided. The system and method calculate an available torque considering a battery system and an available torque considering a motor system to improve an accuracy of regenerative braking amount. The method includes calculating an available torque considering a battery system and an available torque considering a motor system when regenerative braking of the electric vehicle is required and calculating a regenerative braking capacity based on the available torque considering the battery system and the available torque considering the motor system.

Abstract: An exemplary electrical system may include a power plant and a dual motor/generator assembly coupled to each other. The power plant may be a gas turbine engine, and may be operable to provide motive power. The dual motor/generator assembly may include a first motor/generator and a second motor/generator operatively coupled to a common gear shaft, and a gear box configured to couple the first motor/generator and the second motor/generator to the power plant. The first motor/generator and the second motor/generator may be operable to selectively provide power to or extract power from the power plant. The dual motor/generator assembly may be configured such that the first motor/generator and the second motor/generator may operate together at part loads, or individually as a main and a redundant, backup to the other.

Abstract: A reduced emission apparatus is coupled to a vehicle such that the vehicle is enabled to operate in a reduced emission mode by use of the reduced emission apparatus. A data acquisition apparatus is mounted on the vehicle and configured to acquire data relating to operation of the vehicle. Security may be provided for the reduced emission apparatus and vehicle-mounted data acquisition apparatus. The credits from operating the reduced emission apparatus apply to resources for deploying the reduced emission apparatus.

Abstract: Disclosed therein is a stator assembly, which includes a circular base part and a stator core having a plurality of teeth radially formed on an outer face of the base part and respectively having a tooth end portion. The stator assembly further includes: a magmate holder including a base plate, at least one inner leg and at least one outer leg formed at a lower portion of the base plate, and a power connector part formed on an upper portion of the base plate and having a joining projection formed at one side thereof; and a sensor cover including a body part and a hook formed on a lower portion of the body part and being joined with the joining projection.

Abstract: The present disclosure provides an electric power supplying apparatus including: an electric storage device; and a control portion configured to control processing for mixing an output from the electric storage device, and an electric power of an external electric power system with each other in accordance with at least one of a peak shift command, a load electric power, and a remaining capacity of the electric storage device, wherein an alternating current electric power is formed in the mixing processing. When the electric power supplying apparatus further includes an electric power generating apparatus, processing for mixing an output from the electric power generating apparatus, an output from the electric storage device, and an electric power of the external electric power system with one another, is controlled.

Abstract: A method for charging electric vehicles includes receiving information regarding an electric vehicle. At least a portion of the information is received through a vehicle interface configured to place a battery of the electric vehicle into electrical communication with a fuel cell system. A charge is delivered from the fuel cell system to the battery of the electric vehicle through the vehicle interface without use of a direct current to alternating current (DC/AC) converter. The charge is delivered based at least in part on the information.

Abstract: Embodiments of the present invention disclose a method, system, and computer program product for battery optimization. A computer receives the driving schedule of an electric vehicle detailing the dates and times electric vehicle will be driven as well as the locations the driver is driving to and from. The computer identifies several potential routes between locations and retrieves trip data detailing information relevant to commuting the potential routes. The computer determines the optimal route the driver should take as well as the minimum number of rechargeable battery packs necessary to power the electric car to the destinations and back. The computer also determines the optimal configuration of those batteries to maximize vehicle handling. The computer transmits both the minimum number of necessary batteries and the configuration thereof to a battery exchanger located under the parking spot of the vehicle which charges and exchanges battery packs to/from the electric vehicle.

Abstract: A hybrid vehicle has a rechargeable battery, an internal combustion, a generator, and a control unit that controls the driving of the hybrid vehicle. The control unit determines a utilization mode of regenerated energy in the hybrid vehicle, according to a charged ratio of the battery and a braking force of the hybrid vehicle, from a first mode in which the regenerated energy is charged in the battery, a second mode in which the regenerated energy is consumed to drive the generator with the internal combustion engine as a load, and a third mode in which a part of the regenerated energy is charged in the battery and the remainder is consumed to drive the generator.

Abstract: System (10) for cooling an electric motor (12) of a vehicle with a hybrid motor comprising an electric motorization system (12) and an internal combustion motorization system (11), the internal combustion motorization system (11) comprising at least one fluid circulation circuit, characterized in that the system comprises a heat storage tank (14), in that said tank is connected to the fluid circulation circuit and to the electric motorization system via heat pipes (20).

Abstract: Techniques for controlling engine speed based on alternator duty cycle to increase overall vehicle efficiency involve increasing engine speed only after the alternator duty cycle exceeds a duty cycle threshold that is less than the maximum duty cycle of the alternator. In this manner, quantity and/or degree of engine speed increases are decreased, which increases vehicle efficiency (e.g., increased fuel economy). Moreover, by utilizing a duty cycle threshold that is less than the maximum alternator duty cycle threshold, voltage drops at an electrical system are avoided. These techniques are also applicable to both conventional alternators and smart alternators having on-board diagnostic circuitry.

Abstract: A system includes a processor and an external fuel indicator. The processor is configured to instruct powering of a digital display in response to detection that one or more power-up indicators has been satisfied. The processor is also configured to obtain fuel-related readings as a vehicle is fueled. Also, the processor is further configured to determine at least one fuel-related statistic other than a current fuel level. Further, the processor is configured to output the at least one fuel-related statistic to the external fuel indicator.

Abstract: A system and a method for estimating regenerative braking of a vehicle are provided to correct allowable regenerative braking and braking linearity by estimating allowable regenerative braking in consideration of a current status of a battery and a motor. The system for estimating allowable regenerative braking for a vehicle, includes: a motor control unit to provide a charging power limit of a motor as a first input; a battery management system to provide a charging power limit of a battery as a second input; an active hydraulic brake to input allowable regenerative braking as a third input; and a hydraulic control unit to estimate final allowable regenerative braking using the charging power limit of the battery, the charging power limit of the motor, and the allowable regenerative braking as the inputs.

Abstract: When a vehicle configured to be capable of charging an auxiliary battery with a driving battery's electric power while the vehicle is left unattended has ignition turned off with the main battery having an SOCm smaller than a threshold value, an ECU calculates and indicates to the user a currently permissible unattended period of time in days, and the ECU also inquires of the user whether the user requests to execute engine involved charging control to extend the permissible unattended period of time in days. If the engine involved charging control is requested, the ECU initiates the engine involved charging control, and once the engine involved charging control has been executed for a duration exceeding a commanded period of time, the ECU ceases the engine involved charging control.

Abstract: A vehicle includes an engine, transmission, auxiliary and high-voltage electrical loads, a drivetrain, and an electrical system. The electrical system, characterized by an absence of a DC-DC converter, includes a full-bridge active rectifier/inverter, a semi-active auxiliary rectifier, an MGU connected to the engine via the drivetrain, and a controller. The controller executes a first operating mode in which the bridge rectifier is disabled and the MGU operates as a motor to restart or assist the engine, and a second operating mode in which the MGU is a generator, with the rectifier/inverter powering the HV-ESS and HV electrical load. The auxiliary rectifier provides an auxiliary DC output voltage to the LV-ESS and auxiliary electrical load. Switches may be positioned between a DC bus connection point and the HV-ESS and LV-ESS, with a switch closed and another opened in the first operating mode, and vice versa in the second operating mode.

Abstract: The present invention relates to a method for driving an emergency generator using an energy storage system in which, when the power of an emergency generator is applied, an energy storage system is allowed to handle the load demand, thereby driving the emergency generator at maximum efficiency. For this purpose, the method for driving an emergency generator using an energy storage system (ESS), including, after an emergency generator has been applied and until the emergency generator reaches a preset maximum efficiency driving state, handling, by an ESS, load demand using previously stored power, and, when the emergency generator reaches the preset maximum efficiency driving state, maintaining the driving of the emergency generator in the maximum efficiency driving state.

Abstract: A vehicle control apparatus computes a fuel consumption decrease or a fuel consumption increase for each of a plurality of travel modes. The vehicle control apparatus includes a control section that calculates an engine efficiency of an engine and an MG-INV efficiency which is a combined efficiency of a motor generator and an inverter. The engine efficiency is calculated based on an engine power and an ideal fuel consumption line. The MG-INV efficiency is calculated based on an MG power. As such, based on the engine efficiency and the MG-INV efficiency, the control section computes the per-unit-electric-power fuel consumption decrease or the per-unit-electric-power fuel consumption increase.

Abstract: A hybrid powertrain includes an internal combustion engine, a load coupled to the internal combustion engine via a mechanical transmission for transmission of a first shaft power therebetween, a turbine fluidly coupled to an exhaust of the internal combustion engine, a generator operatively coupled to the turbine for transmission of a second shaft power therebetween, and electrically coupled to an electric battery, a motor-generator operatively coupled to the mechanical transmission for transmission of a third shaft power therebetween, and electrically coupled to the electric battery; and a controller operatively coupled to the internal combustion engine. The controller is configured to adjust a relative proportion of the third shaft power compared to the first shaft power by adjusting at least one of a combustion timing of the internal combustion engine and an exhaust valve timing of the internal combustion engine.

Abstract: The invention relates to an electrical drive system of a hybrid vehicle, comprising: a traction battery (1), a high-voltage intermediate circuit (2), a pulse-controlled inverter (3) which is coupled to the high voltage intermediate circuit (2), an electrical machine (5) which is coupled to the pulse-controlled inverter (3); a DC-to-DC converter (6) which is coupled to the pulse-controlled inverter (3) and the high-voltage intermediate circuit (2) and is designed to convert a high voltage (UE) from the high-voltage intermediate circuit (2) into a low voltage (UA) for a vehicle electrical system; a low-voltage battery (8) which is coupled to the DC-to-DC converter (6); a plurality of selectively-connectable electrical consumers (9a, 9b) of the vehicle electrical system, which are coupled to the low-voltage battery (8) and the DC-to-DC converter (6); and a control device (7) which, in the event of a traction battery failure, is designed to operate the DC-to-DC converter (6) in a current-controlled manner using t

Abstract: An object is to prevent the motor from carrying out a regeneration braking operation even if any of phase output lines is short-circuited to VB or GND in addition to a short-circuit failure occurring in a MOSFET of an inverter. The semiconductor switching devices of a power conversion apparatus each have a diode that is coupled in parallel to each of the semiconductor switching devices. At least one of the diodes are connected in a direction opposite to the direction in which other diodes are oriented on a current path between the power supply and the ground. Further, at least one of diodes is connected in a direction opposite to the direction in which other diodes are oriented on a current path between the output of the motor and the power supply and on a current path between the output of the motor and the ground.

Abstract: A charging device 2 is a device for charging a battery 30 of a battery-type forklift 1 provided with the battery and at least one motor, the motor driven by the power supplied from the battery. The charging device 2 includes: a power conversion unit 73 that converts an alternating-current power to direct-current power, a control unit 70 that controls charging of the battery 30 based on an instruction from an in-vehicle control device 60 mounted on the battery-type forklift 1, a feed terminal that supplies the direct-current power to the battery 30, a communication terminal for communicating with the battery-type forklift 1, and a startup terminal for transmitting a signal for staring up the in-vehicle control device 60.

Abstract: In a controller of a hybrid system including an engine, a motor/generator, an automatic clutch to which engine torque is input, a gear group configured to transmit input torque to a driving wheel side, and a differential device provided with plural rotary elements to which a torque input side of the gear group, a rotating shaft of the motor/generator, and an output side of the automatic clutch are individually connected respectively, wherein at the time a vehicle is started by causing the motor/generator to be in charge of a reaction force of the engine torque and transmitting the engine torque to the driving wheels via the differential device and the gear group, the automatic clutch is slip controlled in a semi-engaged state.

Abstract: A power-generation control unit controls the amount of power a generator can generate, when it is connected to an engine, by controlling a converter that converts AC power output by the generator to DC power. The power-generation control unit calculates a rotational-speed command value ?c_ref1 for the generator on the basis of a differential voltage value ?Vdc between a DC-voltage command value Vdc_ref for a power storage device and a DC voltage Vdc of a DC link portion; and executes a PWM control on an output of the converter on the basis of this rotational-speed command value ?c_ref1 such that the rotational speed ?c of the generator follows the rotational-speed command value ?c_ref1 and also such that the DC voltage Vdc follows the DC-voltage command value Vdc_ref so as to prevent overvoltage.

Abstract: A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output. In some embodiments, a turbocharger may be provided, activated only when the load exceeds the engine's maximum torque output for an extended period; a two-speed transmission may further be provided, to further broaden the vehicle's load range. A hybrid brake system provides regenerative braking, with mechanical braking available in the event the battery bank is fully charged, in emergencies, or at rest; a control mechanism is provided to control the brake system to provide linear brake feel under varying circumstances.

Abstract: The hybrid vehicle control device includes: a transfer-torque-capacity command-value correcting section configured to execute a correcting processing such that a transfer-torque-capacity command value for a second clutch is corrected at the time of execution of a minute slip processing; an engine start control section configured to execute an engine start control such that an engine is started by slipping the second clutch and increasing drive torque of a motor/generator; a start-time slip control section configured to execute a slip-in processing such that a transfer torque capacity of the second clutch is controlled to a predetermined slip-in torque when the second clutch starts to slip by the engine start control; and a correction limiting section configured to execute a correction limiting processing such that a correction amount is limited if a torque reduction given by the slip-in processing interferes with a torque reduction given by the correcting processing.

Abstract: A vehicle includes a drive train having a manual transmission. An internal combustion engine is coupled to the manual transmission via a clutch. The vehicle is retrofitted so that auxiliary devices operate auxiliary systems of the vehicle, a battery energizes electric drivers for the auxiliary devices, a power exchange unit is coupled to the manual transmission via a power takeoff port, an electric generator is coupled to the power exchange unit, and the internal combustion engine drives the electric generator via the power exchange unit. The battery is energized by the electric generator via a battery charger.

Abstract: Methods, systems, devices and computer program products for planning for failures of vehicular components are provided herein. A method includes obtaining a first set of data of maintenance events recorded for multiple vehicular components across multiple vehicles in a fleet; obtaining a second set of data of maintenance work orders performed on the vehicular components; obtaining a third set of data of measurements taken in connection with the vehicular components; analyzing (i) the first set of data and (ii) the second set of data to identify component failure events associated with the multiple vehicular components; determining failure indicators for each of the vehicular components in each of the vehicles in the fleet based on the second set of data, the third set of data, and the identified component failure events; and outputting the indicators in multiple visualized forms, each representing one of multiple levels of granularity.

Abstract: A vehicle includes a transmission having gears lubricated by oil and a variable voltage converter (VVC). The VVC includes an inductor arranged such that the oil contacts the inductor. The vehicle also includes at least one controller configured to operate the VVC to output a desired power. The controller, in response to a temperature of the oil being less than a threshold, alters a voltage and current of the VVC while maintaining the desired power to increase heat output by the inductor.

Abstract: A vehicle and a method of controlling a vehicle are provided. The vehicle may include a controller programmed to, in response to a change from a first to a second powertrain operating mode, operate an engine and electric machine to increase a state of charge target of a traction battery to increase propulsion torque available from the electric machine. The controller may be further programmed to, in response to a decrease in accelerator pedal position and a vehicle speed being less than a threshold speed while operating the powertrain in the second powertrain operating mode and the engine and electric machine are coupled via a friction element, decrease a pressure of the friction element to a first target pressure to decouple the engine from the electric machine.