A propulsion system, control system, and method are provided for optimizing fuel economy, which use model predictive control systems to generate a plurality of sets of possible command values and determine a cost for each set of possible command values based on weighting values, a plurality of predicted values, and a plurality of requested values. The set of possible command values having the lowest cost is determined. A linearized axle torque requested value and a linearized axle torque measured value are each created by subtracting an estimated disturbance. The estimated disturbance is determined based on a model of a relationship between measured engine output torque and measured transmission ratio. The linearized axle torque measured value is used to compute the predicted values, which are used to determine the cost. The linearized axle torque requested value is also used to determine the cost.

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.

An active front deflector assembly having a deployable deflector panel, linkage assemblies, and an actuator. The system deploys and retracts based on vehicle requirements, and, when deployed, interrupts air flow thereby improving the vehicle aerodynamics, reducing emissions and improving fuel economy. The deflector panel is retractable so the vehicle meets ground clearances, ramp angles, off-road requirements, etc. The deflector panel is also both rigid and semi-rigid to absorb impact energy. The linkage assemblies are coupled to the deflector panel and a drive shaft connected to the actuator. The drive shaft transmits the drive from the actuator coupled to one linkage assembly to the other linkage assembly for moving the deflector panel between the deployed/retracted positions. The actuator is clutched to prevent damage to the system. The active front deflector assembly provides a fully deployable system with object detection, declutching of the actuator, and communication with the vehicle.

The present invention relates to a method for determining an optimal speed to be reached for a first vehicle preceded by a second vehicle. For this method, the position, the speed and the acceleration of the second vehicle are measured (MES) in order to determine the trajectory thereof (POS), and a dynamic model (MOD) of the first vehicle is constructed. The speed to be reached (VIT) is then determined by minimizing (MIN) the energy consumption of the vehicle by means of the dynamic model (MOD), the minimization being constrained by the trajectory (POS) of the second vehicle.

A power transmission system for a vehicle and a vehicle including the same are provided. The power transmission system includes: an engine unit configured to generate a power; an input shaft; an output shaft configured to transfer at least partial of the power from the input shaft; an output unit configured to rotate differentially relative to the output shaft; a synchronizer disposed on the output shaft and configured to selectively engage with the output unit such that the output unit rotates synchronously with the output shaft, and the output unit is configured to output power to drive one or more front and/or rear wheels of the vehicle; a first motor generator configured to directly or indirectly couple with one of the input shaft and the output shaft for power transmission; and a second motor generator configured to drive one or more front or rear wheels of the vehicle.

Methods and systems are provided for controlling an engine speed in a hybrid vehicle system during steady-state conditions and in response to transient acceleration and/or deceleration requests. In one example, an engine speed is controlled to an optimal engine speed for fuel economy during steady-state conditions, and in response to an acceleration or deceleration request, a target engine speed is obtained from a rate-limited optimal engine speed to vehicle speed ratio, and the engine is controlled to the target engine speed provided the target speed is below a threshold difference from optimal engine speed. In this way, the vehicle system may simulate a fixed ratio transmission during accelerations and decelerations, while maintaining optimal engine speed for fuel economy at steady state.

Systems, apparatuses, and methods disclosed provide for receiving operation data indicative of a duty cycle for the vehicle; determining one or more vehicle duty cycles for the vehicle based on the operation data; comparing the determined one or more vehicle duty cycles to a population of vehicle duty cycles; identifying a desired vehicle duty cycle from the population of vehicle duty cycles for each of the one or more determined vehicle duty cycles based on a desired operating parameter of the vehicle; receiving a set of trim parameters associated with each desired vehicle duty cycle; and selectively applying the set of trim parameters with the vehicle to control the one or more operating points of the vehicle in accordance with the desired operating parameter of the vehicle.

An engine system for a vehicle may include an engine including a plurality of cylinders connected to a crankshaft, a Cylinder Deactivation (CDA) apparatus provided to at least one cylinder among the plurality of cylinders of the engine, a first flywheel mounted on the crankshaft, a second flywheel having a rotation center formed eccentrically with respect to the crankshaft by being disposed at a position corresponding to the cylinder including the CDA apparatus, and a clutch provided to the crankshaft to selectively transmit a torque of the crankshaft to the second flywheel during operation of the CDA apparatus.

A clutch mechanism is configured to selectively change between a first power transmission path and a second power transmission path. The first power transmission path is configured to transmit torque to an output shaft via a transmission mechanism. The second power transmission path is configured to transmit the torque to the output shaft via a continuously variable transmission mechanism. An electronic control unit is configured to: (a) selectively change a power transmission path during traveling to one of the first power transmission path and the second power transmission path by controlling the clutch mechanism; and (b) in changing the power transmission path by controlling the clutch mechanism, control an operating point of the internal combustion engine during a change of the power transmission path so that the operating point crosses over an optimum fuel, consumption line of the internal combustion engine.

A system and method that detects, using processing circuitry, a predetermined energy condition. The processing circuitry determines a geographic location of a vehicle, identifies at least one energy station as a function of a plurality of factors, determines a vehicle range based on an energy level of the vehicle and a first mode of vehicle operation, determines whether an energy saving condition is satisfied based on the vehicle range, a location of the at least one energy station, and the geographical location of the vehicle, and enters an economy mode when the energy saving condition is satisfied.