Abstract: A method and a system augment or improve a distance until charge (DUC) estimation for a vehicle such as a plug-in hybrid electric vehicle (PHEV) by using location information. Such location information may be provided by a global positioning system (GPS) or the like associated with the vehicle. The method and the system generally estimate the DUC value as a function of past driving pattern historical data that is relevant to a current driving situation. To this end, the method and the system ignore past driving pattern historical data that is not relevant to the current driving situation when estimating the DUC value.

Abstract: A computer implemented method includes examining a travel route to determine the presence of emission control zones along the route. The method further includes determining how much power will be required to operate a vehicle along the portions of the route within the emission control zones. Also, this method includes preserving the determined amount of power required to operate the vehicle along the portions of the route within the emission control zones. Further, the method includes selectively activating a vehicle electric power mode using the preserved power while the vehicle is operating within the emission control zones.

Abstract: A method and system for providing a dynamic torque band for hybrid electric vehicle (HEV) transient management includes determining a torque band indicative of an engine torque operation region representing efficient operation of the powertrain across a range of engine speeds. An engine torque command based on an actual speed of the engine is generated. The engine torque command is outputted to the engine if the engine torque command is within the torque band. The engine torque command is modified to be within the torque band if the engine torque command is out of the torque band and the modified engine torque command is outputted to the engine.

Abstract: A method and system for limiting a fast transient in an engine in a hybrid vehicle is provided. The predicted fuel loss percentage is calculated from an inferred air-fuel ratio (inferred lambda). The rate limit term is calculated from a measured air-fuel ratio (measured lambda) and an engine torque command change rate. The predicted fuel loss percentage and the rate limit term are inputs into a calibration table to determine an engine power rate limit and an engine torque rate limit. An engine torque command is limited using the engine torque rate limit to control a fast engine torque transient for an engine. An engine power command is limited using the engine power rate limit to control the fast engine power transient for the engine.

Abstract: A vehicle includes an internal combustion engine, a transmission having a neutral state and an engaged state, and a controller. The controller is configured to determine a restart condition for the engine; and to classify the restart condition as one of: (i) a no wheel torque restart condition, and (ii) a wheel torque restart condition. The state of the transmission is set based on the restart condition classification, and the engine is started.

Abstract: A hybrid vehicle and method of control are associated with the following operation. A quantized previous engine power command based on a previous engine power command is obtained. A current engine power command is quantized. The quantized current engine power command is maintained if the magnitude of the difference between the current engine power command and the quantized previous engine power command is larger than a threshold. The quantized current engine power command is set equal to the quantized previous engine power command if the magnitude of the difference between the current engine power command and the quantized previous engine power command is smaller than the threshold. An output engine power command based on the quantized current engine power command is generated. An engine of the hybrid vehicle is operated based on the output engine power command.

Abstract: A powertrain for a hybrid electric vehicle (HEV) such as a plug-in hybrid electric vehicle (PHEV) includes an engine, a fuel tank, a battery, and a controller. The controller is configured to determine a distance to empty value as a sum of fuel in the fuel tank and a battery equivalent amount of fuel, the sum multiplied by an average fuel economy of the PHEV based on a driving condition of the vehicle.

Abstract: A vehicle and a method to control a vehicle includes selecting a trip route for the vehicle using a user interface, generating a charge reference profile of a battery coupled to an electric motor based on the trip, and commanding propulsion devices in the vehicle based on a location of the vehicle with respect to the trip route such that a state of charge (SOC) of the battery tracks the reference profile.

Abstract: A vehicle powertrain includes an engine, an electric machine operable to output torque to at least one vehicle wheel, and an electric power source operable to provide electric power to the electric machine. A method for optimizing powertrain efficiency includes generating a plurality of three-dimensional maps of optimized engine speeds for combinations of vehicle power and vehicle speed at a plurality of predetermined powers of the electrical power source. Each of the maps corresponds to one of the predetermined powers of the electrical power source. The maps are used to determine an optimized engine speed for a given power of the electrical power source, a given vehicle power and a given vehicle speed.

Abstract: An independent wheel torque control algorithm is disclosed for controlling motor torques applied to individual electric motors coupled to vehicle wheels in an electric vehicle. In a first range of vehicle states, vehicle steerability is favored so that the operator of the vehicle suffers little or no longitudinal propulsion loss while steering is enhanced. In a second range of vehicle states, vehicle stability is favored. According to embodiments of the disclosure, a desired yaw moment is computed and then may be reduced in magnitude due to system limitations, electrical or friction limits, which prevents the desired yaw moment from being fully realized.

Abstract: A system and method are disclosed for controlling a vehicle during a turn in which a braking torque is applied to an inside wheel of the vehicle when understeer is detected and to an outside wheel when oversteer is detected. Electrical energy commanded to an electric motor coupled to a first axle of the vehicle is increased in response to application of the braking torque to compensate for the applied braking torque.

Abstract: A computer-implemented method includes determining that a vehicle powertrain feature is engaged. The method further includes relaying, to a remote computing source, a request for a computation to be performed relating to the engaged powertrain feature. The method additionally includes receiving a result of the computation at a vehicle computing system and transferring the result of the computation to a powertrain for use in controlling the powertrain feature.

Abstract: A hybrid electric vehicle powertrain having a mechanical power source and an electro-mechanical power source, including a generator, a motor and a battery. Driving torque developed by the mechanical power source is delivered through one clutch of a geared transmission to a power output shaft. The electric motor of the electro-mechanical power source delivers driving torque through a second clutch of the geared transmission. A mechanical reverse drive torque is used to improve reverse drive performance. A reduction in duration of operation in a negative power split during a driving event is achieved to improve vehicle powertrain efficiency. A series drive is available as the mechanical power source drives the generator to charge the battery, which drives the motor. The generator may act as an engine starter motor.

Abstract: A system for distributing propulsion to front and rear axles of a vehicle includes: a front axle motor coupled to the front axle and a rear axle motor coupled to the rear axle. An electronic control unit (ECU) electronically coupled to the motors commands the rear axle motor to increase torque supplied to the rear axle during understeer and commands the front axle motor to increase torque supplied to the front axle during oversteer. A method to distribute propulsion to front and rear axles of a vehicle includes estimating actual yaw rate, estimating desired yaw rate, providing electrical energy to the front axle motor during oversteer, and providing electrical energy to the rear axle motor during understeer. Additionally, electrical energy may be extracted from the rear axle motor during oversteer and electrical energy may be extracted from the front axle motor during understeer.

Abstract: A vehicle powertrain includes an engine, an electric machine operable to output torque to at least one vehicle wheel, and an electric power source operable to provide electric power to the electric machine. A method for optimizing powertrain efficiency includes generating a plurality of three-dimensional maps of optimized engine speeds for combinations of vehicle power and vehicle speed at a plurality of predetermined powers of the electrical power source. Each of the maps corresponds to one of the predetermined powers of the electrical power source. The maps are used to determine an optimized engine speed for a given power of the electrical power source, a given vehicle power and a given vehicle speed.

Abstract: A method for a plug-in hybrid electric vehicle (PHEV) having an engine and a battery configured to respectively deliver engine power and battery power to provide a total output power for powering the vehicle includes the following. An elevated engine power which falls within a total output power range where only engine power without battery power may be delivered to power the vehicle in response to a driver demand power and which is greater than the combination of the driver demand power and vehicle powering losses is determined. The engine delivers the elevated engine power in response to the driver demand power. The extra engine power is transferred to the battery for the battery to buffer.

Abstract: A drive-home button is provided in the dashboard of a plug-in hybrid electric vehicle (PHEV). The driver presses this button when heading home or to other predetermined destination at which charging is routinely performed. The actual route, the driving style, and other relevant vehicle/road information during the trip home are stored to build up a statistical database. During a present trip home, a highly probably route is predicted based on prior trips and an energy management profile is calculated. The commands to the internal combustion engine and the electric motor are selected to cause the vehicle's battery to be substantially discharged upon arriving at home based on actual data of energy usage by the operator of the vehicle during prior trips. By using actual data, the prediction of energy usage is more accurate allowing more complete discharge of the battery.

Abstract: A method and system for limiting a fast transient in an engine in a hybrid vehicle is provided. The predicted fuel loss percentage is calculated from an inferred air-fuel ratio (inferred lambda). The rate limit term is calculated from a measured air-fuel ratio (measured lambda) and an engine torque command change rate. The predicted fuel loss percentage and the rate limit term are inputs into a calibration table to determine an engine power rate limit and an engine torque rate limit. An engine torque command is limited using the engine torque rate limit to control a fast engine torque transient for an engine. An engine power command is limited using the engine power rate limit to control the fast engine power transient for the engine.

Abstract: An automotive vehicle may include a plurality of solar cells electrically connected to form a solar panel array having a minimum output voltage at a specified standard solar irradiance. The vehicle may also include a battery pack having an output voltage at least equal to the minimum output voltage of the array and configured to provide energy for moving the vehicle. The vehicle may further include a controller configured to selectively electrically connect the array and battery pack to trickle charge the battery pack.

Abstract: A method for controlling engine idle in a vehicle having a motor connected to the engine through a power transfer unit is provide. Upon receiving a neutral command, the engine torque is commanded to approximately zero. The motor torque is adjusted to maintain an approximately constant engine speed as the engine torque is reduced. The torque from the engine transferred to the vehicle wheels is at or near zero. When the torque at the vehicle wheels is non-zero, a second motor is used to cancel the torque output from the engine so the torque at vehicle wheels is zero. When the engine torque has reached approximately zero, or when a predetermined amount of time has past, both motors are shutdown, and all of the remaining engine torque is transferred to the first motor through the power transfer unit.