Abstract: A vehicle thermal system includes a coolant circuit having at least one coolant loop, a pump, a valve, and a component to be cooled. A controller is programmed to receive a flow target indicating a coolant flow required to cool the component, receive a coolant temperature and a position of the valve, determine a pressure drop for a given flow target, coolant temperature, and valve position, determine a maximum flow based on the given flow target, coolant temperature, and valve position, determine a pump pressure rise for the given flow target and coolant temperature, and a pump speed required to meet the given flow target, determine a pump maximum pressure rise for the given coolant temperature, and a maximum coolant flow rate and a pump maximum speed, determine a final pump speed required to meet the received flow target, and command the pump to operate at the final pump speed.

Abstract: A global charging management system (GCMS) for coordinating charging of one or more electrified vehicles at one or more charging stations includes a computing server configured to communicate with the one or more electrified vehicles and the one or more charging stations via a network. The computing server is configured to receive a travel route from a new customer vehicle that requires charging along the travel route, receive vehicle charging information of the new customer vehicle, identify one or more charging stations along the travel route, receive charging capability information from the one or more charging stations along the travel route, arbitrate the vehicle charging information with the charging capability information, generate a charging service offer at a first charging station for the new customer vehicle, the charging service offer optimized to reduce waiting time and cost, and send the charging service offer to the new customer vehicle.

Abstract: An optimal control method for a vehicle thermal system includes providing a set of sensors configured to measure a set of operating parameters of the thermal system and a set of actuators configured to control flow and temperature of a coolant through the thermal system and performing, by a vehicle controller, linear-quadratic-Gaussian (LQG) optimal control of the thermal system by generating, using the set of sensors and the set of actuators and a sampling time, inputs for a state-space model of the thermal system, identifying the state-space model of the thermal system using a sub-space method, obtaining a Kalman filter to estimate states of the state-space model at each sampling time, calculating flows through the thermal system using the estimated states and diagonal matrix properties, and applying an optimal control to compute a gain and values of each of the set of actuators at each sampling time.

Abstract: A vehicle mode triggered control system for a vehicle includes a hybrid control processor (HCP) configured to detect a current operating mode of the vehicle, determine a set of inactive sub-systems of a set of sub-systems of the vehicle that are not configured to operate during the current operating mode of the vehicle, wherein each of the set of sub-systems is configured to for limited mode-based operation and not during a full operating period of the vehicle, and execute application software including a plurality of application functions by executing a first set of application functions of the plurality of application functions at a first rate and executing a second set of application functions of the plurality of application functions at a slower second rate, wherein the second set of application functions are limited to one or more of the set of inactive sub-systems.

Abstract: A predictive supervisory energy management technique for a fuel cell electric vehicle (FCEV) involves monitoring driver inputs to the FCEV, states of the FCEV, and external inputs affecting the FCEV along a defined route, predicting energy consumption by a high voltage system of the FCEV across a future prediction horizon based on the driver inputs, the states of the FCEV, and the external inputs affecting the determining weighting factors and boundary conditions for a cost function for the energy consumption by the high voltage system of the FCEV, evaluating the cost function based on the determined weighting factors, boundary conditions, and the predicted energy consumption by the high voltage system across the future prediction horizon, and optimally controlling a fuel cell system and a high voltage battery system of the high voltage system of the FCEV based on the evaluation of the cost function.

Abstract: A range estimation technique for an original equipment manufacturer (OEM) electrified vehicle involves determining, by an OEM computing server, a route for the electrified vehicle and a set of operating parameters of the electrified vehicle and historical data for other OEM vehicles traveling along the determined route or another route that is similar to the determined route, segmenting the determined route into a plurality of route segments and, for each route segment, identifying one or more combinations of OEM vehicles that traveled that route segment, and estimating a range depletion for each route segment based on the historical data for the respective identified combinations of OEM vehicles and a total range depletion for the determined route based on the estimated range depletions for each route segment.

Abstract: A thermal management system for an electrified vehicle includes an electrified powertrain having at least one electric drive module (EDM), a battery system that powers the EDM, a heating ventilation and air conditioning (HVAC) system, a first, second and third coolant loop associated with the respective EDM, battery system and HVAC system, at least one valve that opens and closes to modify an amount of coolant being delivered between the first, second and third coolant loops, a first and second temperature sensor at opposite ends of the EDM, and a controller that receives the temperature signals; approximates an estimator probability distribution; determines an optimal estimate of heat absorbed by the coolant that maximizes the probability distribution; and communicates a signal to the at least one valve to modify an amount of coolant sent between the first coolant loop and at least one of the second and third coolant loops.

Abstract: A thermal management system for an electrified vehicle includes an electrified powertrain having at least one electric drive module (EDM), a battery system that powers the EDM, a heating ventilation and air conditioning (HVAC) system, a first, second and third coolant loop associated with the respective EDM, battery system and HVAC system, at least one valve that opens and closes to modify an amount of coolant being delivered between the first, second and third coolant loops, a first and second temperature sensor at opposite ends of the EDM, and a controller that receives the temperature signals; approximates an estimator probability distribution; determines an optimal estimate of heat absorbed by the coolant that maximizes the probability distribution; and communicates a signal to the at least one valve to modify an amount of coolant sent between the first coolant loop and at least one of the second and third coolant loops.

Abstract: User-customizable range extension techniques for battery electric vehicles (BEVs) include receiving, by a controller and from a user interface, a first user input from a user indicating a range extension level for operation of the BEV, the range extension level indicating a reduced operation of the BEV relative to a normal operation of the BEV to increase the range of the BEV, receiving, by the controller and from the user interface, a second user input from the user indicating an allocation of the range extension level between a plurality of different systems of the BEV, and controlling, by the controller, the BEV including its plurality of different systems based on the range extension level and the indicated allocation thereof to increase a range of the BEV as specified by the user.

Abstract: A vehicle mode triggered control system for a vehicle includes a hybrid control processor (HCP) configured to detect a current operating mode of the vehicle, determine a set of inactive sub-systems of a set of sub-systems of the vehicle that are not configured to operate during the current operating mode of the vehicle, wherein each of the set of sub-systems is configured to for limited mode-based operation and not during a full operating period of the vehicle, and execute application software including a plurality of application functions by executing a first set of application functions of the plurality of application functions at a first rate and executing a second set of application functions of the plurality of application functions at a slower second rate, wherein the second set of application functions are limited to one or more of the set of inactive sub-systems.

Abstract: Control systems and methods for an electrified powertrain of an electrified vehicle include performing, by a main control system, a sequence of first processes based on an initial input including a set of signals indicative of at least one of a driver torque request and expected vehicle behavior and other intermediary inputs to generate a sequence of first outputs and performing, by a secondary monitoring system distinct from the main control system, a sequence of second processes based on the initial input and other intermediary inputs to generate a sequence of second outputs. The secondary monitoring system then attempts to rationalize each first output relative to its respective second output. Based on the rationalization, one of these outputs is used as an intermediary output in the sequence until a rationalized final output is obtained and used to generate control commands for torque actuators of the electrified powertrain.

Abstract: A control and calibration or testing system for an electrified powertrain of an electrified vehicle includes a set of torque actuators of the electrified powertrain, the set of torque actuators comprising at least one electric motor and an internal combustion engine, and an external calibration or testing system for a controller of the electrified vehicle, the external calibration or testing system being configured to embed a six-dimensional (6D) system constraints library (SYCOL) function, wherein the embedded 6D SYCOL function is configured to simultaneously optimize up to six torque variables of the electrified powertrain and, based on a set of vehicle operating parameters, utilize the embedded 6D SYCOL function for online optimization of the up to six torque variables of the electrified powertrain for a corresponding function of the electrified vehicle controller and control of the set of torque actuators accordingly to improve vehicle performance and efficiency.

Abstract: Charging session optimization systems and methods for an electrified vehicle involve determining a target roadside charging station intended to be used for a future charging session to recharge a high voltage battery system of the electrified vehicle, receiving a set of real-time charging information including at least a temperature and a state of charge (SOC) of the high voltage battery system, and thermally preconditioning the high voltage battery system during a period up until the future charging session begins based on at least the temperature and the SOC of the high voltage battery system, wherein the thermal preconditioning of the high voltage battery system is performed such that its future temperature and future SOC at an end of the period when the future charging session begins are each within predetermined ranges associated with an optimal rate of recharging.

Abstract: Control systems and methods for an electrified powertrain of an electrified vehicle include performing, by a main control system, a sequence of first processes based on an initial input including a set of signals indicative of at least one of a driver torque request and expected vehicle behavior and other intermediary inputs to generate a sequence of first outputs and performing, by a secondary monitoring system distinct from the main control system, a sequence of second processes based on the initial input and other intermediary inputs to generate a sequence of second outputs. The secondary monitoring system then attempts to rationalize each first output relative to its respective second output. Based on the rationalization, one of these outputs is used as an intermediary output in the sequence until a rationalized final output is obtained and used to generate control commands for torque actuators of the electrified powertrain.

Abstract: A control system and diagnostic method for a hybrid vehicle having a hybrid powertrain each utilize a controller comprising (i) a hybrid control processor (HCP) and (ii) a motor control processor (MCP), a monitoring circuit that is distinct from the controller and is configured to monitor operation of the HCP and the MCP, and a gate drive circuit that is distinct from the controller and the monitoring circuit and is configured to enable/disable torque output by the hybrid powertrain based on first, second, and third independent shutoff signals. A diagnostic method performs a shutoff line integrity verification routine by performing six steps corresponding to different combinations of shutoff signals in a predetermined test sequence. These shutoff signals are provided to three independent shutoff lines, which are connected between (i) the gate drive circuit and (ii) the HCP, the MCP, and the monitoring circuit, respectively.

Abstract: A control system for an electrified vehicle having low and high voltage battery systems includes a set of vehicle modules that collectively draw an ignition-off draw (IOD) current from the low voltage battery system while the vehicle is off, a set of sensors configured to measure a set of parameters of at least one of the low and high voltage battery systems, and a controller configured to: estimate the IOD current, receive the set of measured parameters from the set of sensors, based on the set of measured parameters and the estimated IOD current, set a wakeup time indicative of a future time at which the low voltage battery system will require recharging, and based on the wakeup time, temporarily wakeup the vehicle such that recharging of the low voltage battery system using the high voltage battery system is enabled.

Abstract: A control system for an electrified vehicle having low and high voltage battery systems includes a set of vehicle modules that collectively draw an ignition-off draw (IOD) current from the low voltage battery system while the vehicle is off, a set of sensors configured to measure a set of parameters of at least one of the low and high voltage battery systems, and a controller configured to: estimate the IOD current, receive the set of measured parameters from the set of sensors, based on the set of measured parameters and the estimated IOD current, set a wakeup time indicative of a future time at which the low voltage battery system will require recharging, and based on the wakeup time, temporarily wakeup the vehicle such that recharging of the low voltage battery system using the high voltage battery system is enabled.

Abstract: A control system and diagnostic method for a hybrid vehicle having a hybrid powertrain each utilize a controller comprising (i) a hybrid control processor (HCP) and (ii) a motor control processor (MCP), a monitoring circuit that is distinct from the controller and is configured to monitor operation of the HCP and the MCP, and a gate drive circuit that is distinct from the controller and the monitoring circuit and is configured to enable/disable torque output by the hybrid powertrain based on first, second, and third independent shutoff signals. A diagnostic method performs a shutoff line integrity verification routine by performing six steps corresponding to different combinations of shutoff signals in a predetermined test sequence. These shutoff signals are provided to three independent shutoff lines, which are connected between (i) the gate drive circuit and (ii) the HCP, the MCP, and the monitoring circuit, respectively.

Abstract: A hybrid assembly having a single input and a single output. The hybrid assembly is compactly packaged and achieves a wide range of gear ratios. The hybrid assembly may be used in a vehicle power train with or without an additional transmission.

Abstract: A hybrid assembly having a single input and a single output. The hybrid assembly is compactly packaged and achieves a wide range of gear ratios. The hybrid assembly may be used in a vehicle power train with or without an additional transmission.