An apparatus for controlling a hybrid vehicle is provided. The apparatus includes an engine generating power by combustion of fuel, a driving motor assisting power of the engine and selectively operated as a power generator to generate electric energy and a clutch disposed between the engine and the driving motor. A battery supplies electric energy to the driving motor and charges the electric energy generated in the driving motor. A plurality of electric superchargers are installed in a plurality of intake lines, in which outside air supplied to combustion chambers of the engine flows, respectively and a controller variably adjusts an operating point of the engine.

A vehicle control system for controlling at least one subsystem of a vehicle; the vehicle control system comprising: a subsystem controller for initiating control of the or each of the at least one vehicle subsystems in one of a plurality of baseline subsystem control modes by setting at least one control parameter of the or each of the at least one subsystems to a predetermined, stored, value or state applicable to that baseline subsystem control mode, each baseline subsystem control mode corresponding to one or more different driving conditions for the vehicle; and input means for permitting a user to provide an input to the control system, wherein, for at least one of the plurality of baseline subsystem control modes, the control system is configured to allow a user to define, via the input means, a user-configured subsystem control mode based on one said at least one baseline subsystem control mode by adjusting the value or state of at least one of said at least one control parameters to a value or state other than the predetermined stored value or state applicable to that baseline control mode, the subsystem being configured to cause the subsystem controller to initiate control of the or each of the at least one vehicle subsystems in the user-configured subsystem control mode.

Provided is a vehicle control system capable of, when a swaying phenomenon occurs during towing, preventing the swaying phenomenon from becoming worse due to driving force reduction control based on an increase in steering angle-related value. This vehicle control system comprises a steering wheel (6), a driving force control mechanism to control a driving force of a vehicle (1), and a PCM (16) to control the driving force control mechanism, wherein the PCM (16) is operable, upon an increase in steering angle, to control an engine (4) to reduce an output torque of the engine (4), and, when a reversal of yaw rate of the vehicle (1) is repeated in a situation where the vehicle (1) is performing a towing operation, to restrict the output torque reduction based on the increase in the steering angle.

A method and system for operating a vehicle having a trip information determination device that continuously determines a current position of the vehicle as current trip information, a transceiver that transmits the current trip information and vehicle information to an evaluation station, a driving strategy determination device that captures whether a bend is in front of the vehicle in the direction of travel, and, if a bend is captured the driving strategy determination device, an optimum driving strategy, in terms of energy consumption for driving through the bend. The determined driving strategy is transmitted from the evaluation station to the and therefore to the vehicle.

A method and system for operating a vehicle having a trip information determination device that continuously determines a current position of the vehicle as current trip information, a transceiver that transmits the current trip information and vehicle information to an evaluation station, a driving strategy determination device that captures whether a bend is in front of the vehicle in the direction of travel, and, if a bend is captured the driving strategy determination device, an optimum driving strategy, in terms of energy consumption for driving through the bend. The determined driving strategy is transmitted from the evaluation station to the and therefore to the vehicle.

Embodiments herein can determine an optimal route for an autonomous electric vehicle. The system may score viable routes between the start and end locations of a trip using a numeric or other scale that denotes how viable the route is for autonomy. The score is adjusted using a variety of factors where a learning process leverages both offline and online data. The scored routes are not based simply on the shortest distance between the start and end points but determine the best route based on the driving context for the vehicle and the user.

An electric vehicle of the present disclosure includes a first electric motor, a second electric motor and a controller. The first electric motor co-rotates with a wheel when the electric vehicle is driven by only a driving torque from the second electric motor. The controller is programmed to increase or decrease the driving torque from the second electric motor in accordance with a driving state of the electric vehicle so as to shift a vehicle speed out of a predetermined low speed range when the electric vehicle is driven by only the driving torque from the second electric motor and the vehicle speed is included within the low speed range.

A fire fighting vehicle includes a front axle, a rear axle, an engine, an energy storage device, an electromechanical transmission, a fluid tank configured to store a fluid, a pump configured to provide the fluid from the fluid tank to a fluid outlet, and a power divider positioned between the engine, the pump, and the electromechanical transmission. The power divider includes a first interface coupled to the engine, a second interface coupled to the pump, and a third interface coupled to the electromechanical transmission. The electromechanical transmission is (i) selectively mechanically coupled to the engine by the power divider and (ii) electrically coupled to the energy storage device to facilitate driving at least one of the front axle or the rear axle. The pump is selectively mechanically coupled to the engine by the power divider to facilitate pumping the fluid to the fluid outlet.

A brake control system for a vehicle includes a brake actuator operable over a range from an initial position that includes contiguous portions of displacement that are a first portion of displacement, a second portion of displacement and a third portion of displacement, a controller and an actuation sensor operatively coupled to the brake actuator. The actuation sensor sends a signal to the controller to activate a regenerative braking system using an electric motor of the vehicle if the actuation sensor detects the brake actuator is in the first portion of displacement. The regenerative braking system is activated and the friction braking system is activated when the brake actuator is in the second portion of displacement. The regenerative braking system is deactivated and the friction braking system is activated when the brake actuator is in the third portion of displacement.

An auxiliary power system for a motor vehicle includes a power generator that generates electricity to charge one or more auxiliary power system batteries. The motor vehicle includes an engine and drive train that distributes power from the engine to the drive wheels. The drive train can include a transmission, a drive shaft and a differential that connects the engine to the drive wheels. The power generator can be connected to the drive train (e.g., the transmission, the drive shaft or the differential) to draw power to generate electricity as well as to apply braking loads on the drive wheels to increase the ability to stop the motor vehicle.