Provided herein is a method for assisting a driver with driving a motor vehicle. The method includes ascertaining a permissible driving speed in a route section by evaluating environmental data describing the motor vehicle environment. The method further includes calculating a target maximum speed, which is lower than the permissible driving speed, by subtracting a predefined reduction amount from the permissible driving speed and/or by multiplying the permissible driving speed by a predefined scaling factor. The method further includes controlling at least one alert device for outputting an alert to the driver when a present driving speed of the motor vehicle exceeds the target maximum speed and/or controlling the driving speed of the motor vehicle by a longitudinally guiding driver assistance system, wherein the target maximum speed is used as a maximum speed or as a target speed.

A method for cleaning up vehicle driving data includes receiving vehicle driving data of a vehicle within a predetermined time period, the vehicle driving data comprising vehicle mileage data and vehicle status data; determining a first mileage of the vehicle within the predetermined time period based on the vehicle mileage data; determining a second mileage of the vehicle within the predetermined time period based on the vehicle status data; and judging whether the first mileage is abnormal data based on the second mileage.

Methods and systems for a powertrain power management in a vehicle with an electric motor, and an engine are disclosed. The methods and systems involve a powertrain that is operatively coupled to the engine and the electric motor, and an optimizer module operatively coupled to the powertrain. The optimizer module receives an operator information to travel a route from a remote management module, receives current route information for the route from a mapping application in response to the operator information, measures current vehicle status information for the hybrid vehicle, and decides a power management strategy for the vehicle based on the current route information and the current vehicle status information.

A mileage prediction and optimization system (FIG. 1) is disclosed for optimizing the mileage of a vehicle. The mileage prediction and optimization system comprises a prediction and optimization module (300) adapted to determine variation in mileage of the vehicle at least based on the current fuel volume, current speed, current fuel density, the current tire air pressure, the current tire air temperature, current fetched values from an ECU module (700) and the pre-defined mileage data of the vehicle. Further, the prediction and optimization module (300) is adapted to optimize the mileage of the vehicle by reducing variation of fuel density, reducing variation of tire air pressure and informing optimal gear-speed combinations to a user regardless of whether the vehicle is stationary or in motion.

A system and method automatically sets vehicle functions of a vehicle, while taking account of external influencing factors. The system includes at least one back-end server which is configured to receive vehicle data of the vehicle and, while taking account of at least part of the vehicle data, to determine data with regard to external influencing factors. The back-end server is configured to determine optimal settings of the vehicle functions of the vehicle, while taking account of the vehicle data and the data with regard to the external influencing factors, and to transmit the optimum settings of the vehicle functions to the vehicle. The vehicle is configured to control the vehicle functions such that the optimum vehicle functions determined by the back-end server are adopted.

A system and method for power management of hybrid electric vehicles is provided. In some implementations, a plug-in series hybrid electric vehicle may include an engine, a motor/generator (MG), a traction motor, an energy storage device, and a controller. The controller is coupled to the engine and the MG to control operation of the engine and the MG such that a state-of-charge (SOC) of the energy storage device tracks a dynamic reference SOC profile during a trip and an average engine power (AEP) is maintained above a threshold. In some instances, maintaining AEP above a threshold supports emission control of the vehicle.

A vehicle includes an electrical powertrain, a heater, at least one cooling loop, and a controller. The heater is configured to heat a vehicle cabin. The at least one cooling loop is configured to transport waste heat from at least one subcomponent of the electrical powertrain to the vehicle cabin. The controller is programmed to, in response to a command to heat the vehicle cabin and a command to operate in an economy mode, shut down the heater and operate the at least one cooling loop to transport the waste heat to the vehicle cabin. The controller is further programmed to, in response to the command to heat the vehicle cabin and an absence of the command to operate in the economy mode, operate the heater to heat the vehicle cabin.

A system and method for efficient (e.g., economical) computing in hybrid, plug-in hybrid, and electric vehicles is disclosed. A compute manager is configured to receive and schedule compute tasks for execution on computing cores in the vehicle to increase the usage of recaptured energy that would otherwise be wasted due to battery limitations. Vehicle status information such as current battery charge level and current route may be used to determine whether compute tasks can be beneficially executed.

A vehicle includes one or more transceivers configured to communicate with a server; and a controller programmed to responsive to detecting an extra load to the vehicle, obtain a first candidate energy consumption rate corresponding to the extra load from the server, calculate an estimated energy consumption rate using the first candidate energy consumption rate, and calculate a distance to empty using the estimated energy consumption rate.

An object of the present invention is to realize a control device having operation continuity at the time of failure with less redundancy and reduce cost.

Provided is a vehicle control system including a transmission unit that transmits energy to a driving wheel, a first control unit that controls the transmission unit, a first source that inputs energy to the transmission unit, a second source that inputs energy to the transmission unit, a second control unit that controls the first source, and a third control unit that controls the second source, wherein when the first control unit fails, the second control unit or the third control unit controls the transmission unit.