A control device for a hybrid vehicle that includes an internal combustion engine, a motor, and a clutch provided between the internal combustion engine and the motor includes a first start control unit that starts the internal combustion engine without causing the motor to perform cranking, and a second start control unit that starts the internal combustion engine by causing the motor to perform cranking. After the first start control unit performs start control of the internal combustion engine, the second start control unit starts the internal combustion engine when a crank shall of the internal combustion engine stops for a predetermined time or longer or the crank shaft rotates in an opposite direction to the direction of the cranking.

Embodiments described herein relate to the field of transport, particularly motor vehicles. A motor with predictive adjustment is described, as well as a motor controller of a vehicle, which is capable of automatically adjusting a physical parameter of a motor, such as the width of the air gap of an electric motor. A motor of a vehicle can include at least one physical parameter capable of being adjusted according to characteristic data predicted from the current path of the vehicle based on data provided by at least one vehicle motor sensor. Thus, the motor can be automatically adjusted according to characteristic data predicted from the current path based on the data of a motor sensor for optimizing the use of the motor, with respect to a parameter such as power consumption, transmission efficiency, or rotor warming, regardless of the route.

If the destination has not been input, it is judged whether the present location is on the expressway (step S32). If the judgement result of the step S32 is positive, it is judged whether or not the actual SOC is less than or equal to the threshold TH2 (step S34). If the judgement result of the step S34 is positive, the restoring control is executed (step S36). Subsequent to the step S34 or S36, it is judged whether or not the vehicle is still on the expressway (step S38). If the judgement result of the step S38 is positive, it is judged whether or not the actual SOC is greater than or equal to the SOC_T2 (step S42). If the judgement result of the step S42 is positive, the maintaining control is executed (step S44).

A vehicle drive device includes: an electric motor; a multi-plate clutch including a plurality of clutch plates; a pressing mechanism configured to press the multi-plate clutch; an output rotary member to which a drive force of the electric motor is transferred through the multi-plate clutch; and a control device configured to control the electric motor and the pressing mechanism. The control device is configured to control the pressing mechanism using information on the result of test operation performed while the vehicle is stationary.

An energy management system determines two or more fuel components that represent fuel consumption by a vehicle system completing a trip over one or more routes. A trip plan that designates operational settings of the vehicle system at one or more of different locations, different distances along the one or more routes, or different times is generated or modified. The trip plan is based on the fuel components. The fuel components include a delta elevation component of the one or more routes, a delta speed component of the trip, a mean drag component of the vehicle system, a curvature component of the one or more routes, a base fuel component of the vehicle system, a minimum braking component of the vehicle system, a braking auxiliaries component of the vehicle system, and/or a drag variation of the vehicle system.

A method for controlling a powertrain system of a heavy-duty vehicle, the powertrain system having at least one differential arrangement for receiving torque from a propulsion unit of the powertrain system and delivering at least a part of the torque to a set of first and second wheels, the method being implemented by a control unit, the method comprising determining a split-friction condition indicative of a wheel slip difference between the first and second wheels, wherein one of the first and second wheels defines a high-friction side of the differential arrangement and the other one of the first and second wheels defines a low-friction side of the differential arrangement; determining a target wheel slip for the high-friction side; and in response to the determined split-friction condition; controlling a brake force on the low-friction side of the differential arrangement based on the target wheel slip on the high-friction side.

Methods and systems are provided for heat sanitizing a vehicle. In one example, a method may include, responsive to receiving a request for sanitization of a vehicle interior, activating an ultraviolet germicidal irradiation (UVGI) system and operating a heating, ventilation, and air-conditioning (HVAC) system to heat the vehicle interior above an upper threshold temperature for a threshold duration. In this way, the HVAC system may be advantageously used to expose the vehicle interior to temperatures that kill or inactive microbes while the UVGI system may supplement the heat sanitizing.

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.

A controller for a vehicle is provided. An air supply passage is connected to a portion upstream of a filter in an exhaust passage. An air supplying process supplies air to the filter through an air supply passage by driving an air pump. An oxygen supplying process supplies oxygen to the filter through the exhaust passage, the oxygen having been passed through a combustion chamber of an internal combustion engine. A reducing process sets an air supply amount per unit time in the air supplying process obtained when the oxygen supplying process and the air supplying process are simultaneously executed to be lower than the air supply amount per unit time in the air supplying process obtained when the oxygen supplying process and the air supplying process are not simultaneously executed.

The disclosed vehicle braking device controls a hydraulic brake system (2) and a regeneration brake system (3) mounted on a vehicle (1) in accordance with an acceleration value and a brake value, and includes a first divider (11), a second divider (12), and a controller (13). The first divider (11) divides a driver demand torque set according to the accelerator value into a target coast torque and a remaining torque. The second divider (12) divides a sum of a deceleration torque set according to the brake value and the target coast torque divided by the first divider (11) into a hydraulic-brake demand torque and a regeneration-brake demand torque. The controller (13) controls the hydraulic brake system (2), using the hydraulic-brake demand torque, and controls the regeneration brake system (3), using a total regeneration brake torque calculated from the remaining torque and the regeneration-brake demand torque. This configuration can improve the feeling of operating the brake, resolving the feeling of the shortage of deceleration.