Abstract: An integrated fuel cell and engine combustor assembly includes an engine combustor having a combustion chamber fluidly coupled with a compressor and a turbine. The assembly also includes a fuel cell stack circumferentially extending around the combustion chamber of the combustor. The fuel cell stack includes fuel cells configured to generate electric current. The fuel cell stack is positioned to receive discharged air from the compressor and fuel from a fuel manifold. The fuel cells in the fuel cell stack generate electric current using the discharged air and at least some of the fuel. The fuel cell stack is positioned to radially direct partially oxidized fuel from the fuel cells into the combustion chamber of the combustor. The combustor combusts the partially oxidized fuel into one or more gaseous combustion products that are directed into and drive the downstream turbine.

Abstract: A vehicle incorporates a gravity-assist energy harvesting suspension system including one or more gravitational positive displacement pumps. The positive displacement pump has a cylinder and a reciprocating piston inside the cylinder. The piston is adapted for movement along a compression stroke and an opposite extension stroke in response to a gravitational bounce of the vehicle when in motion. A turbine comprising a rotor shaft and attached blades is mounted relative to a distal end of a fluid outlet hose connected to the pump. Fluid discharged through the outlet hose acts on the blades, thereby moving and imparting rotational energy to the rotor shaft. A generator is operatively connected to the turbine, and is adapted for converting the rotational energy generated by the rotor shaft to electrical energy.

Abstract: A drive system of a hybrid vehicle including an internal combustion engine, a first motor-generator, a power transmission path, a power division mechanism, a second motor-generator, a one-way clutch, a mode change mechanism, and an electronic control unit having a microprocessor and memory. The microprocessor is configured to control the first motor-generator so as to reduce a reaction force acting on the first motor-generator at a time at which a state of the one-way clutch changes from an unlocked state to a locked state, when a drive mode is changed from an EV mode to a HV mode through a start mode by the mode change mechanism.

Abstract: A battery system includes a battery module, a thermal management system, and a battery system controller. The controller is configured to receive data indicative of first operational conditions of the battery module and of second operational conditions of the thermal management system, determine a desired change to the first operational conditions of the battery module by determining an amount of power available to the thermal management system and to the battery module from one or more power sources, and to enable, to effect the desired change to the first operational conditions, the one or more power sources to provide a first quantity of power to the thermal management system and a second quantity of power to the battery module, and the thermal management system to heat or to cool the battery module to a calculated extent.

Abstract: An electrical power system for an aircraft may comprise a hybrid energy storage system, a first high voltage bus coupled to an input of said hybrid energy storage system, a second high voltage bus coupled to an output of said hybrid energy storage system, and a directed energy system coupled to the second high voltage bus. The hybrid energy storage system receives DC power via the input from said first high voltage bus, converts the DC power to a converted DC power, and dynamically stores the converted DC power and/or provides said converted DC power via said output to said directed energy system via the second high voltage bus.

Abstract: A track-type tractor includes a frame housing defining an internal cavity extending to an outer bore, an electric motor module, and a final drive assembly. The electric motor module includes a motor housing having a flanged end portion, and a rotor shaft extending through the flanged end portion. The flanged end portion is mounted to a outer mounting surface of the frame housing surrounding the outer bore, such that the electric motor module extends through the outer bore and is retained within the frame housing internal cavity. The final drive assembly is mounted to the flanged end portion and includes a gear set in operative engagement with the rotor shaft for motorized operation of the final drive assembly.

Abstract: A vehicle incorporates a gravity-assist energy harvesting suspension system including one or more gravitational positive displacement pumps. The positive displacement pump has a cylinder and a reciprocating piston inside the cylinder. The piston is adapted for movement along a compression stroke and an opposite extension stroke in response to a gravitational bounce of the vehicle when in motion. A turbine comprising a rotor shaft and attached blades is mounted relative to a distal end of a fluid outlet hose connected to the pump. Fluid discharged through the outlet hose acts on the blades, thereby moving and imparting rotational energy to the rotor shaft. A generator is operatively connected to the turbine, and is adapted for converting the rotational energy generated by the rotor shaft to electrical energy.

Abstract: The invention relates to a method for operating a power generating device having a combustion engine, in particular a gas motor or a gas turbine, and an energy accumulator. The combustion engine and the energy accumulator are electrically coupled together. The combustion engine can be operated in accordance with a first estimated value and in accordance with a second estimated value.

Abstract: A kinetic energy recovery system (KERS) for a machine having a swing motor and/or an actuator includes a hydraulic motor/pump that can output pressurized fluid for operating at least one of: the swing motor and the actuator. A first shaft of the hydraulic motor/pump can be rotated by fluid returning from at least one of: the swing motor and the actuator back to the hydraulic motor/pump. Further, the KERS also includes a flywheel that can selectively couple with the first shaft with the help of a first clutch. The flywheel stores drive power generated by the hydraulic motor/pump from the return flow of fluid when the first clutch couples the flywheel with the first shaft of the hydraulic motor/pump. A gearing arrangement is coupled to the flywheel and can selectively engage with a second shaft associated with a prime mover of the machine with the help of a second clutch.

Abstract: A system includes a first controller configured to control a gas turbine to operate at a constant speed set point and a variable torque output to drive a generator. A DC to DC converter may operate as a load on a power source bus supplied by the generator. A second controller may limit a rate of change of the DC output power of the DC to DC converter during intermittent supply of a transient step change load subsequent to receipt of a transient load control signal. The transient load control signal is anticipatory of application of the transient step change load to the load bus. The rate of change is limited by the second controller to maintain the variable torque of the gas turbine below a predetermined threshold as a load ramp rate of the DC to DC converter changes on the power source bus.

Abstract: A computer is programmed to upon determining that a battery charge level of a battery of a vehicle is below a first threshold, determine a first fuel quantity for an engine to charge the battery to a second threshold; and actuate a vehicle component according to the first fuel quantity. The computer may transmit a message specifying a second fuel quantity that is a sum of a preset fuel quantity and the first fuel quantity. The computer may, upon determining that an ambient temperature is below a temperature threshold, provide an instruction to the engine to charge the battery to the second threshold.

Abstract: A system for a vehicle includes an engine and electric machine each configured to propel the vehicle, and a controller configured to, responsive to a resistance of a traction battery and a change in the resistance during battery discharge being greater than respective thresholds, reduce power to the electric machine and activate the engine.

Abstract: The radio access system (1) for the communication network includes a radio transceiver (2), a device for connecting to an electrical grid (6), an electrical energy production device (4) and a battery (5) for storing electrical energy produced by said production device (4) and for electrically powering the radio transceiver (2). According to the invention, a control device (100) determines an operating strategy for the battery (5) by optimizing an objective function (O) that associates a cost with a possible operating strategy for the battery (5) during a period of determined duration T and while respecting at least one constraint for protecting the battery (5) against accelerated ageing, and manages the incoming and outgoing flows of electrical energy of the battery (5) depending on the determined operating strategy.

Abstract: A control device for performing start assist control for an internal combustion engine includes: a first start assist processing unit that executes a first start assist process that brings a first engagement device into slip engagement at a first engagement pressure while increasing a torque generated by a rotating electrical machine; and a second start assist processing unit that increases, when the first start assist process fails to start the internal combustion engine, an engagement pressure of the first engagement device to a second engagement pressure higher than the first engagement pressure while increasing the torque generated by the rotating electrical machine. The second start assist processing unit determines the second engagement pressure on the basis of a rotational speed of the internal combustion engine in the first start assist process.

Abstract: A compact generator and coolant pump assembly may be used on a vehicle having a fluid reservoir and a plurality of electrical components disposed on the vehicle. The generator includes a rotor and stator disposed in a housing and the rotor is driven by a rotatable input member to generate an electrical output for use by one or more components of the vehicle. The assembly also includes a circulating pump connected to an upper portion of a generator housing and driven by the rotatable input member. A clutch assembly driven by the rotatable input member and engaged to and driving a clutch output may be located adjacent to the lower housing of the generator.

Abstract: There is provided a carrier that fits on a motor vehicle and receives a small vehicle. The carrier includes a console on which the small vehicle can be arranged. According to the disclosure, the carrier also includes a carrier coupling component that is constructed to be connected in a positive-locking manner to a small vehicle coupling component of the small vehicle, above the console. The motor vehicle having the carrier and the small vehicle forms a mobility unit according to the disclosure.

Abstract: A method is for energy management in a hybrid motor vehicle that includes a power plant coupled with wheels of the vehicle via a transmission according to at least two modes, one of which is currently in use. The method includes determining a quantity of energy representing energy consumption of the power plant and selecting one of the transmission modes according to the quantity of energy. The selecting includes determining a parameter representing an imminent change in torque demand at the wheels, determining a correction factor of the quantity of energy according to the transmission mode currently in use and according to the parameter which represents an imminent change in torque demand, determining a corrected quantity of energy equal to the sum of the quantity of energy plus the correction factor, and selecting the transmission mode in order to minimize the corrected quantity of energy.

Abstract: A power-split drive train having a main drive, three output shafts (Ab1, Ab2, Ab3) and a continuously variable powersplit transmission with three additional drive units. The transmission enables rotational speed variability at the shafts (Ab1, Ab2, Ab3). Furthermore, each drive unit (2a, 2b, 2c) has a respective energy converter (3a, 3b, 3c) which are all electrically connected. Drive unit (2a) has planetary gearset (4a) that is connected, via a first shaft (W1), to the main drive. Shaft (Ab1) is connected, via a second shaft (W2), to gearset (4a) and energy converter (3a) is connected, via a third shaft (W3), to gearset (4a). The drive unit (2a) is at least indirectly connected to drive unit (2b) which is connected by a fifth shaft (W5) to shaft (Ab2). Drive unit (2a) is at least indirectly connected to drive unit (2c) which is connected by a seventh shaft (W7) to shaft (Ab3).

Abstract: A mode transition control device is provided for a hybrid vehicle. The mode transition control device reduces a sensation of discomfort that may be imparted to a driver at a time of a mode transition from a series traveling mode to a parallel traveling mode during traveling. During mode transition from the series traveling mode to the parallel traveling mode in a hybrid vehicle, a gear shift stage is selected such that a rotational speed change amount of an internal combustion engine accompanying mode transition is less than or equal to a predetermined threshold value.

Abstract: A through the road (TTR) hybridization strategy is proposed to facilitate introduction of hybrid electric vehicle technology in a significant portion of current and expected trucking fleets. In some cases, the technologies can be retrofitted onto an existing vehicle (e.g., a trailer, a tractor-trailer configuration, etc.). In some cases, the technologies can be built into new vehicles. In some cases, one vehicle may be built or retrofitted to operate in tandem with another and provide the hybridization benefits contemplated herein. By supplementing motive forces delivered through a primary drivetrain and fuel-fed engine with supplemental torque delivered at one or more electrically-powered drive axles, improvements in overall fuel efficiency and performance may be delivered, typically without significant redesign of existing components and systems that have been proven in the trucking industry.

Abstract: A hybrid vehicle having an engine, an electric machine, and a step-ratio transmission includes a controller programmed to, in response to an accelerator lift-pedal event when operating in a towing mode, learn a vehicle speed, and apply a lift-pedal torque when vehicle speed exceeds the learned vehicle speed, and apply an adjusted lift-pedal torque based on a gear ratio after downshifting the transmission to maintain a constant output shaft torque otherwise.

Abstract: Apparatus for providing hydraulic line pressure and vacuum pressure to the braking and steering subsystems of a wheeled motor vehicle comprises one or more battery powered electric motors which drive one or more of a hydraulic pump and a vacuum pump. When the engine is stopped while the vehicle is moving, to save fuel, the electric motor(s) drive the pumps, so that hydraulic pressure and vacuum are provided, for safe operation of the vehicle.

Abstract: A control device for a vehicle includes a low-pressure fuel sensor that detects a pressure of fuel stored in a low-pressure delivery pipe, and a control device that controls a feed pump based on a detected value from the low-pressure fuel sensor. The control device causes a relief valve to be opened when variation in power required in an engine continues to remain within a prescribed range for a prescribed period. With this structure, a control device for a vehicle can be provided which allows the relief valve to be opened with reduced variation in air-fuel ratio.

Abstract: A mid-engine extended range electric vehicle includes a vehicle body, a turbo shaft engine, a battery pack, an electric generator, a vehicle control unit, drive motors, a gas controller, a battery controller, a gas storage tank and an intake box. Wherein the vehicle body includes a main body, bottom structure thereof forms frames of the vehicle; the engine is arranged on the frames between front and rear axles and near to the rear axle; an output shaft axis of the engine is located on a symmetry plane of the vehicle body, and an air inlet thereof faces tail of the vehicle; the intake box is communicated with the air inlet and is communicated with intake grilles on a covering piece of the vehicle body via pipelines. The vehicle has features of high effective energy conversion, good operating performance, long endurance mileage and high strength body.

Abstract: Methods, devices, estimators, controllers and algorithms are described for estimating the torque profile of an engine and/or for controlling torque applied to a powertrain by one or more devices other than the engine itself to manage the net torque applied by the engine and other device(s) in manners that reduce undesirable NVH. The described approaches are particularly well suitable for use in hybrid vehicles in which the engine is operated in a skip fire or other dynamic firing level modulation manner—however they may be used in a variety of other circumstances as well. In some embodiments, the hybrid vehicle includes a motor/generator that applies the smoothing torque.

Abstract: A primary circuit and a secondary circuit each have a switching element, each operate as a power conversion circuit while the switching element is activated, and each operate as a rectifier circuit while the switching element is deactivated. While a generator provided at the primary side of a first power conversion device is stopped, a controller activates the switching element of the secondary circuit and deactivates the switching element of the primary circuit. Accordingly, the first power conversion device converts electric power input from the secondary side and supplies electric power for causing the generator to operate. While the generator is operated, the controller activates the switching element of the primary circuit and deactivates the switching element of the secondary circuit such that the first power conversion device converts electric power supplied from the generator and outputs the converted electric power to the secondary side.

Abstract: A power-split drive train for a working machine having a main drive element, drive output shafts (Ab1, Ab2, Ab3), and a continuous power-split transmission with three drive units (2a, 2b, 2c). The transmission enables all three output shafts to be operated at the same time with rotational speed variability. A first drive unit (2a) has two energy converters while second and third drive units (2b, 2c) each comprise one energy converter. All four energy converters are functionally connected to an electric line. The first unit (2a) is connected, via a first shaft, to the main drive element and, via a second shaft, to output shaft (Ab1). The first unit (2a) is connected to drive unit (2b) which is connected, via a third shaft, to output shaft (Ab2). The first drive unit (2a) is connected to drive unit (2c) which is connected, via a fourth shaft, to output shaft (Ab3).

Abstract: Methods and systems are provided for improving engine restart operations in a hybrid vehicle. While an engine is cranked via motor torque, engine fueling is delayed until the engine speed is sufficiently high and the engine has been rotating in a forward direction continuously for a threshold duration. A disconnect clutch between the engine and motor is slipped while the engine cranks, the clutch engaged only after the engine has run up to the motor speed.

Abstract: In a hybrid vehicle configured such that a sun gear, a carrier and a ring gear of a planetary gear are respectively connected with a rotating shaft of a motor MG1, a crankshaft of an engine and a driveshaft and that a motor MG2 is connected with the driveshaft, when a required braking force that is to be output to the driveshaft is equal to or less than a reference value Tref in an accelerator-off state, the braking force by engine braking is output to the driveshaft by motoring of the engine by the motor MG1. When the required braking force becomes greater than the reference value Tref, on the other hand, the power output from the engine by load operation of the engine in a reverse rotating direction is output as the braking force to the driveshaft.

Abstract: According to some embodiments, a battery control device has a current detector, a storage, and a state determiner. The current detector detects a current value of a current which flows into a second battery which is connected in parallel to a first battery. The first battery and the second battery are charged with a fixed current. The storage stores an initial value of the current which flows into the second battery if the second battery is charged with the fixed current in an initial use stage of the second battery. The state determiner determines a state of the first battery based on the current value detected by the current detector and the initial value stored in the storage.

Abstract: A power control system may include at least one of batteries, a motor, and a data logic analyzer that can interpret certain variable conditions of a transport, such as a tractor trailer, moving along a road or highway. The data can be used to determine when to apply supplemental power to the wheels of a trailer to reduce fuel usage. One example device may include at least one of: a power creation module that generates electrical power, a battery which store the electrical power, a motor affixed to a trailer axle of a trailer which provides a turning force to the trailer axle when enabled to operate from the stored electrical power of the battery, and a motor controller configured to initiate the motor to operate according to a predefined sensor condition.

Abstract: A vehicle includes a hybrid powertrain. The hybrid powertrain includes an engine and an electric machine. In response to a loss of controllability of the electric machine, a controller is programmed to operate the powertrain in a limited operating mode. In the limited operating mode, the powertrain is controlled so that a speed of the engine is within a speed range such that the electric machine generates a current to charge a traction battery. In response to a loss of communication with a power inverter that controls the electric machine, the powertrain is controlled so that the speed of the engine is within the speed range and the current flowing to the traction battery is monitored. If the current flow is above a threshold, then the limited operating mode is entered.

Abstract: Methods and systems are provided related to a self-propelling work machine in the form of a tracked vehicle having an electric drive, with a generator drivable by an internal combustion engine, an auxiliary unit connected to the engine, and a braking apparatus for braking the work machine. The braking apparatus provides regenerative braking by the electric drive and comprises a feedback apparatus for feeding back electrical motor braking power of the electric motor to the generator to apply the motor braking power on the engine and on the auxiliary unit. A controller automatically increases or decreases the electrical load of the auxiliary unit based on the electrical motor braking power fed back to the engine and/or based on an engine speed.

Abstract: A battery powered ride-on vehicle is provided that has vehicle body, a plurality of wheels, a battery dock, a battery having battery terminals that mate with battery dock terminals, an accelerator switch and an accelerator switch controller, a power line to allow current to flow between the battery dock and the accelerator switch controller, a plurality of electrical components, an electronics controller in electrical communication with the accelerator switch controller and the electrical components, a power line connecting the electronics controller with the accelerator switch controller to allow current to flow between the accelerator switch controller and the electronics controller, a timer that calculates the time between actuations of the accelerator switch, and when the time between actuations of the accelerator switch is greater than a timer threshold the accelerator switch controller prevents a release of current to the electronics controller until the accelerator switch is actuated again.

Abstract: The disclosure relates to a power supply device for an electrically operable vehicle having an electric drive motor. The power supply device comprises an electric energy accumulator device, a range-extender with an internal combustion engine and a generator producing alternating current. The generator is mechanically connectable to the internal combustion engine, and the energy accumulator device is configured to be charged during driving with the alternating current from the generator. The energy accumulator device comprises several power supply connections on which respectively one of several controllable potentials can be provided, and several power supply branches having several serially connected power cell modules. Several power supply branches are interconnected on one end to the neutral point and each power supply connection is connectable to one end of a power supply branch.

Abstract: A hybrid vehicle control device is provided that is capable of controlling a drive source according to a travel plan. The hybrid vehicle control device is configured to be mounted in a hybrid vehicle including a drive source having an engine and a motor/generator, and a navigation system that acquires travel environment information of a planned travel route. The control device is configured such that, upon selection of a “travel plan mode”, which controls the drive source according to a travel plan set for low fuel travel based on travel environment information acquired from the navigation system in the absence of the selection of an “eco-mode”, which controls the drive source to prioritize fuel efficiency over power performance, the selection of the “travel plan mode” is linked with a setting operation for the “eco-mode”.

Abstract: A hybrid vehicle has a first motor/generator mechanically coupled to a drive wheel, a second motor/generator mechanically coupled to an internal combustion engine and a high-power battery that is electrically coupled to the motor/generators. The second motor/generator has a smaller electrical power generation capability than the first motor/generator. While starting the vehicle at a time of insufficient battery capacity required for the EV start, the power generation controller disconnects the first electric motor from the drive wheel, connects the first electric motor to the internal combustion engine, and carries out MG1 idle power generation in which the first electric motor generates power by receiving torque from the internal combustion engine. When the vehicle is stopped at a time of sufficient battery capacity, the power generation controller does not carry out the MG1 idle power generation and keeps the first electric motor mechanically coupled to the drive wheel.

Abstract: An apparatus includes a controlled field alternator or utility source of electrical power, a segmented waveform converter, and a controller. The source of electrical power is configured to generate a polyphase signal. The synchronous inverter includes multiple switches connected between the polyphase signal of the source of electrical power and an output filter. The controller is configured to provide a control signal for the switches based on measured electrical quantities associated with the output filter and may provide a field control signal to the controlled field alternator. The apparatus may be applied to a vehicle, a lawnmower, a zero turn radius lawnmower, or another type of machine.

Abstract: A drivetrain system can drive a vehicle by a first motor and a second motor. A drivetrain couples the first motor with a first axle and comprises a propeller shaft transmitting torque from the first motor to a second axle and coupled with the second motor. A first clutch disconnectably connects the first motor with the propeller shaft. A second clutch disconnectably couples the propeller shaft with the second axle. The first and second motors can be activated. The first clutch can be connected to cause both the first and second motors to drive the first axle. The second clutch can be connected or disconnected to control torque transmission from the first motor and the second motor to the second axle, whereby the vehicle is operated in a hybrid mode in which both the first motor and the second motor drive the vehicle.

Abstract: Methods and systems are provided for an engine. A condition of the engine may be diagnosed based on information provided by signals from a generator operationally connected to the engine and/or other signals associated with the engine. Different types of degradation may be distinguished based on discerning characteristics within the information. Thus, a degraded engine component may be identified in a manner that reduces service induced delay.

Abstract: Systems and methods for operating a vehicle in an electric idle mode are presented. The vehicle electrical idle mode may be characterized as a mode where the vehicle's engine is off; the vehicle increases torque to vehicle wheels responsive to an application of an accelerator pedal, release of a brake pedal, or a vehicle occupant shifting a transmission; and the vehicle's battery supplies electrical energy to devices of the vehicle being operated by a vehicle occupant.

Abstract: An exemplary electrified vehicle charging method includes waking a portion of an electrified vehicle, reading a state of charge for a battery of the electrified vehicle during the waking, charging the battery using an internal combustion engine in response to the reading if the electrified vehicle is in an open space, and disabling the charging if the electrified vehicle is in an enclosed space.

Abstract: A hybrid power module efficiently delivers both hydraulic power and electric power. The hybrid power module may regenerate and store energy for later use. The module includes and engine and an electric motor for driving a hydraulic pump. The electric motor is operable as a starter motor for the engine and as an assist motor cooperating with the engine to power the hydraulic pump to improve dynamic response of the hydraulic pump. The module also includes an electric power source which may have an energy storage unit, and the electric motor may be operated as an electric generator providing electric energy to the energy storage unit.

Abstract: A hybrid drive system and associated methods are described that include an internal combustion engine, an electric motor, and a liquid cooling system. In one example, the liquid cooling system includes an oil circulation system that cools selected components, and lubricates selected components.

Abstract: The invention relates to a method and system for controlling an engine (552) in a sweeper-scrubber. An electrical system alternator (554) provides power to at least one cleaning function (576, 578, 580) of a self-propelled hybrid vehicle and to driven wheels. The operational load is monitored, and the running state of an internal combustion engine (552) is controlled based on the monitored operational load. A threshold charge, of an electrical system battery pack (556) is maintained.

Abstract: A system and method for balancing the states of charge between a plurality of energy storage modules in a hybrid vehicle is disclosed. The method comprises determining states of charge of individual energy storage modules in said plurality of energy storage modules operatively connected to a power source in the hybrid electric vehicle. The vehicle is operated using a subset of the plurality of energy storage modules when the states of charge of said subset the plurality of energy storage modules is outside of a tolerances relative to the remaining energy storage modules of said plurality of said energy storage modules. The energy storage modules may be charged or discharged using the method in order to equalize the states of charge of the energy storage modules.

Abstract: During a method for recovering electrical energy, for example during a deceleration phase of a motor vehicle including at least one electric accumulator battery, a low alternator voltage is applied during a first type of vehicle driving phase, and a high alternator voltage higher than the low alternator voltage is applied for a second type of vehicle driving phase. The transition from the low alternator voltage to the high alternator voltage is carried out by applying a first voltage step of a predefined amplitude, followed by a knee in the voltage curve, the voltage curve then continuing into at least a second voltage ramp phase of which the average slope is strictly lower than the voltage ramp of the first step.

Abstract: A system and method for management of an energy storage system for a vehicle is disclosed. The energy storage system may comprise a battery system for a vehicle such as an electric vehicle or hybrid-electric vehicle. Vehicles may be in a group of fleet. The management system may be configured to use data and information available from data sources over a network or by instrumentation/sensors for vehicle systems. Data and information could be used in a system to manage the configuration and operation of the energy storage system and components, manage/control inventory and use/life-cycle of components, and/or aggregated/analyzed in analytics function for systems and components. Predictive control of the battery system may be implemented through a management system using data sources external to the vehicle. Inventive concepts and features of the systems and methods are indicated in the specification and FIGURES.

Abstract: A method including controlling a climate control system of an electrified vehicle to cool a coolant of a coolant subsystem with a refrigerant of a heat pump subsystem in response to a temperature of the coolant exceeding a predefined threshold.

Abstract: A system for dynamic battery loading for electric vehicles includes an electric motor to displace a vehicle. A first battery stores a first electric power charge and a second battery stores a second electric power charge. A controller dynamically loads or couples the first battery or the second battery to deliver the first electric power charge or the second electric power charge, respectively, to the electric motor based at least in part on the power signal, a location of the first battery, or a location of the second battery within the vehicle.