Abstract: A method for estimating a remaining range of a vehicle battery charge includes identifying at least one route characteristic of a portion of a selected route, determining a vehicle energy consumption profile for a vehicle, and determining a current state of charge of a vehicle battery of the vehicle. The method also includes determining, for the selected route, a route energy consumption profile and calculating an estimated remaining charge for the vehicle battery at an end of the selected route based on the state of charge of the vehicle battery and the route energy consumption profile. The method also includes, in response to a determination that the estimated remaining charge is less than a lower limit of the vehicle battery charge range, determining a target vehicle speed profile based on the at least one route characteristic, the vehicle energy consumption profile, and the state of charge of the vehicle battery.

Abstract: A method for controller vehicle propulsion. The method includes identifying at least one route characteristic of a portion of a most probable path, determining a vehicle energy consumption profile for a vehicle based on at least historical data indicating energy consumption of the vehicle for at least a portion of a route previously traversed by the vehicle having at least one route characteristic corresponding to the at least one route characteristic of the portion of the most probable path, and determining, for the most probable path, a route energy consumption profile based on the at least one route characteristic of the portion of the most probable path and the vehicle energy consumption profile. The method also includes determining a target vehicle speed profile based on the at least one route characteristic and the vehicle energy consumption profile and selectively controlling vehicle propulsion based on the target vehicle speed profile.

Abstract: A method for estimating a remaining range of a vehicle battery charge includes identifying at least one route characteristic of a portion of a selected route, determining a vehicle energy consumption profile for a vehicle, and determining a current state of charge of a vehicle battery of the vehicle. The method also includes determining, for the selected route, a route energy consumption profile and calculating an estimated remaining charge for the vehicle battery at an end of the selected route based on the state of charge of the vehicle battery and the route energy consumption profile. The method also includes, in response to a determination that the estimated remaining charge is less than a lower limit of the vehicle battery charge range, determining a target vehicle speed profile based on the at least one route characteristic, the vehicle energy consumption profile, and the state of charge of the vehicle battery.

Abstract: A method for estimating a remaining range of a vehicle battery charge includes identifying at least one route characteristic of a portion of a selected route, determining a vehicle energy consumption profile for a vehicle, and determining a current state of charge of a vehicle battery of the vehicle. The method also includes determining, for the selected route, a route energy consumption profile and calculating an estimated remaining charge for the vehicle battery at an end of the selected route based on the state of charge of the vehicle battery and the route energy consumption profile. The method also includes, in response to a determination that the estimated remaining charge is less than a lower limit of the vehicle battery charge range, determining a target vehicle speed profile based on the at least one route characteristic, the vehicle energy consumption profile, and the state of charge of the vehicle battery.

Abstract: An improved method and apparatus for providing reformate into an engine exhaust stream including aftertreatment devices such as a particulate trap and an NOx filter regenerable by hydrogen-rich reformate injected into the engine exhaust ahead of the aftertreatment devices. A pump pressurizes a hydrocarbon catalytic reformer, and a three-way valve for dividing the reformate injected into the engine exhaust. The reformer draws oxygen from the engine exhaust rather than ambient air as in the prior art. Thus, the only pressure drop that the pump/reformer system must overcome is within the reformate supply system between the reformer take-off point and the reformate entry points. In a configuration wherein the exhaust is taken off ahead of the inline particulate trap, a separate particulate filter is preferably incorporated into the reformer supply line.

Abstract: A fuel cell system in accordance with the invention includes a single, central electronic controller (CPU) for controlling at least the Air Handling sub-system, the Reformer sub-system, the Power Electronics sub-system, and the Customer Interface sub-system. The central controller provides a central location for easier serviceability; increases data transport efficiency by eliminating lengthy links between distributed controllers; eliminates the need for multiple mechanical enclosures; allows for controller thermo conditioning in one mechanical enclosure; and reduces parasitic power losses by employing a single power supply.

Abstract: A method and apparatus for providing a source of power, comprising: a solid oxide fuel cell system and a thermionic device. The solid oxide fuel cell system provides a first source of power, wherein the solid oxide fuel cell system produces heat waste when the solid oxide fuel cell is providing the first source of power. The thermionic device for provides a second source of power, the thermionic device provides the second source of power from the heat waste which is provided to said thermionic device and an exhaust conduit provides fluid communication between an exhaust of the fuel cell system and a heat exchanger of the thermionic device.