Abstract: A control system and method for operating a gasoline engine comprising a turbocharger having a compressor and a turbine is provided. The system includes a throttle, vanes on the turbine, at least one cam, and a controller. The controller controls a transition into vane braking and is configured to: command the throttle to move to the closed position; command the vanes to the open position; determine whether additional negative torque is required; activate vane braking based on the determination that additional negative torque is required; command the vanes to the closed position; command the at least one cam to a maximum volumetric efficiency position; determine whether the at least one cam is at a maximum volumetric efficiency position; and command the throttle to the open position based on the determination that the at least one cam is at the maximum volumetric efficiency position.

Abstract: A control method for an electrified powertrain of an electrified vehicle having a first electric motor before a transmission and a second electric motor after the transmission includes receiving, by a control system and from a set of sensors, a set of operating parameters of the electrified powertrain, each operating parameter of the set of operating parameters relating to a torque split between the first and second electric motors, determining, by the control system, first and second optimal torque splits between the first and second electric motors for a transmission shift event by solving a torque split optimization problem based on the set of operating parameters, and controlling, by the control system, the first and second electric motors based on the first optimal torque split followed by the second optimal torque split relative to the transmission shift event.

Abstract: A flat towing technique for an electrified vehicle includes in response to a request for and during a flat towing operation, monitoring at least a back electromotive force (EMF) generated by an electric motor of the electrified powertrain, performing field weakening control of the electric motor such that the back EMF generated by the electric motor during the flat towing operation maintains a high voltage bus that powers the electric motor at a target voltage level, selectively isolating a high voltage battery system of the electrified powertrain from the high voltage bus based on a desired capacity of the high voltage battery system, and adjusting the target voltage level for the high voltage bus based on respective lower limits for electric motor speed and high voltage bus voltage and when the high voltage battery system is isolated from the high voltage bus.

Abstract: Energy management techniques for heating or cooling a surface of a component of a vehicle comprise determining a heating lag time indicative of a lag time for a surface element of the vehicle component to heat to a first target temperature in response to a power on-off or power off-on modulation of a heat transfer component, determining a cooling lag time indicative of a lag time for the surface element to cool to a second target temperature in response to a power on-off or power off-on modulation of the heat transfer component, and controlling power-on and power-off times of the heat transfer component based on the determined heating and cooling lag times so as to not require a temperature sensor for feedback-based temperature control.

Abstract: A feedforward control method for an electrified powertrain including a torque transfer device arranged between an electric motor and a transmission includes monitoring a set of operating parameters of the electrified powertrain, determining a desired input speed for the torque transfer device based on the set of operating parameters, determining a desired input torque for the torque transfer device based on a characteristics model or map of the torque transfer device and the desired input speed, performing an observer-based determination of a final feedforward torque for the torque transfer device based on the desired input speed, the desired input torque, a filtered actuator achieved torque for the electric motor, and minimum and maximum torque limits for the transmission, and controlling the electric motor based on the final feedforward torque for the torque transfer device.

Abstract: In at least some implementations, a movable step for a vehicle includes a base having an upper surface and a mount adapted to be coupled to a vehicle and defining an axis of rotation of the base that is perpendicular to the upper surface of the base. The base rotates about the axis of rotation between an extended position and a retracted position. A retainer has a first position in which the retainer overlaps the base in a path of rotation of the base to prevent rotation of the base from the retracted position to the extended position, and the retainer has a second position in which the retainer does not overlap the base in the path of rotation of the base so that the base is rotatable from the retracted position to the extended position wherein the upper surface is exposed for use as a step.

Abstract: An air intake duct configured to provide intake air to a first component and a second component. The duct includes a first conduit that provides the intake air to the first component and a second conduit that provides the intake air to the second component, wherein an air direction feature in the form of an elongated ridge is formed in the air intake duct at an intersection between the first conduit and the second conduit, and the air direction feature is located and oriented in the air intake duct to control an amount of the intake air that is permitted to enter each of the first conduit and the second conduit, and to control a swirl direction of the intake air as the intake air travels over elongated ridge and enters each of the first conduit and the second conduit.

Abstract: A method of controlling an actuator for a drivetrain disconnect assembly includes actuating a solenoid to achieve multiple phases of movement, where the movement may be controlled differently in the different phases. The method includes actuating a solenoid of an actuator to drive a first clutch member along an axis and relative to a second clutch member between a first position, a second position, a third position and a fourth position. Movement of the first clutch member between the second position and the third position is at a faster rate than is the movement of the first clutch member: a) between the first position and the second position; and b) between the third position and the fourth position.

Abstract: A control system for controlling fuel delivery to an internal combustion engine (ICE) based on oil diluted by fuel in a crankcase of the ICE includes a fuel injector and a controller. The controller is configured to determine a modeled evaporation rate of unburned fuel in the crankcase; compare the modeled evaporation rate of unburned fuel to a threshold; and communicate a fuel delivery signal indicative of an injector fuel mass target to the fuel injector to compensate the fuel injected based on the modeled evaporation rate of the unburned fuel in the crankcase exceeding the threshold.

Abstract: Software security techniques for a vehicle include defining a plurality of waypoints within the plurality of operations of a software executed by a control system of the vehicle and defining a plurality of operations, applying Gödel numbering to the software by (i) assigning a unique integer to each of the plurality of waypoints and (ii) assigning a unique prime number to each sequential operation of the plurality of operations, calculating a Gödel number for an executed sequence of the plurality of operations, comparing the calculated Gödel number to a set of acceptable Gödel numbers corresponding to a set of acceptable sequences for executing the plurality of operations, and when the calculated Gödel number does not match any of the set of acceptable Gödel numbers, controlling, by the control system, a vehicle sub-system according to a remedial or corrective action.

Abstract: A stowable ladder for a vehicle includes a base, a support, at least one step and a retainer. The base may be rotatably coupled to the vehicle, the support is coupled to the base at a first pivot, and at least one step is coupled to the support. The support is movable about the first pivot so that the ladder can be arranged in a folded position and an unfolded position. The retainer selectively prevents and permits rotation of the base from a stowed position to an extended position.

Abstract: An electric drive module for an electrified vehicle includes first and second electric motors, first and second reduction assemblies and a driveline. The first electric motor has a first rotatable output. The second electric motor has a second rotatable output. The first electric motor has a lower output capacity than the second electric motor. The first reduction assembly is driven by the first rotatable output and includes a first reduction output that is coupled to the second electric motor. The second reduction assembly is driven by the second rotatable output of the second electric motor. The first reduction assembly and the second reduction assembly cooperate to provide a combined first effective reduction ratio driven by the first rotatable output and wherein the second reduction assembly provides a second effective reduction ratio driven by the second rotatable output, the first effective reduction ratio being higher than the second first effective reduction ratio.

Abstract: A launch control system for a vehicle having a torque generating system to generate and transfer drive torque to a transmission includes a driver interface configured to display information to and receive input from a driver of the vehicle. A controller is in signal communication with the driver interface, the torque generating system, and the transmission. The controller is configured to (i) display, via the driver interface, a torque reduction request for a gear shift of the transmission, (ii) receive, from the driver via the driver interface, a driver selected torque reduction request for the gear shift, and (iii) perform the driver selected torque reduction request at the torque generating system during the gear shift.

Abstract: A cooling system for an electric vehicle that includes a cooling system loop including a refrigerant, a compressor, and a heat exchanger. The cooling system loop includes a plurality of sub-loops configured to receive the refrigerant after the refrigerant exits the heat exchanger, wherein the sub-loops include a component to be cooled by the refrigerant.

Abstract: A thermal management system for an electric drive module (EDM) in an electric vehicle is provided. The system includes a motor housing, a gearbox housing, a sump and a baffle. The motor housing has an electric motor. The gearbox housing houses gears that receive an input from the electric motor and transfer the drive torque to the driveline. The sump collectively comprises a first sump and a second sump. The first sump is defined by first walls of the motor housing. The second sump is defined by second walls of the gearbox housing. The baffle is disposed in the sump. Rotation of a transfer gear causes oil disposed in the second sump to be urged from the second sump, along the baffle and to the first sump effectively reducing an oil level in the gearbox housing and thereby reducing drag losses in the gearbox housing.

Abstract: A transmission includes a housing defining an actuator cavity, a plurality of clutches disposed within the housing and configured to be engaged in various combinations to generate gear ratios corresponding to forward speeds of the transmission, and an actuator assembly configured to selectively engage one clutch of the plurality of clutches, the actuator assembly including a piston slidingly disposed within the actuator cavity. An anti-rotation assembly is configured to prevent rotation of the piston within the actuator cavity, the anti-rotation assembly including a stop and a projection. The projection is coupled to and extends outwardly from an interior surface of the piston, and the stop is grounded to the housing and includes a bore configured to receive a distal end of the projection to thereby prevent rotation of the projection and piston.

Abstract: A biometric authentication system and related method includes an activation component, a camera and a controller. The activation component can be configured to receive an input from a prospective user of the vehicle and activate the biometric authentication system based on the input satisfying the input criteria. The camera can be configured to acquire an image of the prospective user subsequent to activation of the biometric authentication system. The controller can be configured to (i) store an image of the at least one preauthorized user of the vehicle, (ii) compare an acquired image of the prospective user with an image of the at least one preauthorized user; and (iii) unlock a door of the vehicle based on the image of the prospective user successfully matching an image of at least one preauthorized user.

Abstract: Proprioceptive torque distribution control systems and methods for an electrified vehicle having a multi-motor electrified powertrain including two or more electric motors involve an accelerometer sensor system configured to measure accelerations of the electrified vehicle relative to three perpendicular axes, and a controller configured to determine four relative degrees of contact by four wheels of the electrified vehicle with a ground surface, respectively, based on the measured accelerations and travel of a suspension of the electrified vehicle, and control a distribution of a total amount of drive torque generated by the multi-motor electrified powertrain between the four wheels of the electrified vehicle based on their respective four relative degrees of contact with the ground surface to thereby improve performance and stability of the electrified vehicle.

Abstract: An adaptive feedforward control method for an electrified powertrain including a torque converter includes determining a desired input speed for a torque converter based on the set of operating parameters of the electrified powertrain, determining minimum and maximum torques for an impeller of the torque converter based on the set of operating parameters of the electrified powertrain, determining a raw feedforward torque for the torque converter impeller based on the desired input speed for the torque converter and a speed of a turbine of the torque converter, determining a final feedforward torque for the torque converter impeller based on the raw feedforward torque for the torque converter impeller and the minimum and maximum torques for the torque converter impeller, and controlling an electric motor of the electrified powertrain based on the final feedforward torque for the torque converter impeller.