A method is provided for controlling a hydraulic hybrid vehicle, the hydraulic hybrid vehicle including: a first pair of wheels and a second pair of wheels; an internal combustion engine connected to the first pair of wheels for propelling the hydraulic hybrid vehicle; and a hydraulic propulsion system including a first hydraulic machine connected to the second pair of wheels, the method including the steps of; receiving a signal indicative of a driving condition, including vehicle speed, of the hydraulic hybrid vehicle; comparing the vehicle speed of the driving condition of the hydraulic hybrid vehicle with an upper predetermined threshold speed limit; determining if the vehicle speed of the driving condition is higher than the upper predetermined threshold speed limit; and when the vehicle speed is higher than the upper predetermined threshold speed determining, based on the driving condition, control parameters for operating the first hydraulic machine; and controlling the control parameters of the first hydraulic machine for operating the first hydraulic machine. The invention also relates to a control unit and a hydraulic hybrid vehicle.

A representation of a first set of weights associated with a vehicle prior to a drive are received, the vehicle including a plurality of axles, a plurality of wheels attached to the plurality of axles, and a load. A warning is caused to be output in response to at least one weight from the first set of weights being outside a predetermined range. Longitudinal and lateral dynamics associated with the vehicle during the drive are determined. A second set of weights associated with at least one axle from the plurality of axles during the drive are determined. A determination is made if at least one remedial action should be performed based on the longitudinal dynamics, the lateral dynamics, and the second set of weights. In response to determining that the at least one remedial action should be performed, the at least one remedial action is caused to be performed.

In some examples, a network computer system can monitor a plurality of mobile computing devices to determine a current location of a corresponding freight operator of a plurality of freight operators. The network computer system can record the current location of each of the plurality of freight operators in a data store of the set of memory resources. Additionally, the network computer system can repeatedly query the data store to determine when at least two freight operators of the plurality of freight operators that satisfy a set of drafting conditions. The set of drafting conditions including a proximity condition as between the at least two freight operators and a candidate commencement location. In response to the determination, the network computer system can implement a drafting arrangement between the at least two freight operators.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

Techniques are disclosed for performing hybrid simulation operations with an autonomous vehicle. A method of testing autonomous vehicle operations includes receiving, by a computer, a pre-configured scenario that includes one or more simulation parameters and one or more initial condition parameters, sending, to the autonomous vehicle and based on the one or more initial condition parameters, control signals that instruct the autonomous vehicle to operate at an operative condition, and in response to determining that the autonomous vehicle is operating at the operative condition, performing a simulation with the one or more simulated objects and the autonomous vehicle to test a response of the autonomous vehicle.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets controls the shift actuator with actuating and opposing pulses, and interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A vehicle is proposed to control regeneration and reuse of captured energy in a through-the-road hybrid configuration. The vehicle comprises a vehicle frame, an energy store, and a controller. The vehicle frame is configured for over-the-roadway travel under a power of plural drive axles. At least one of the plural drive axles is coupled via a primary drivetrain to a fuel-fed engine to drive at least a pair of wheels. At least one other of the plural drive axles is an electrically-powered drive axle configured to supply supplemental torque to additional wheels. The energy store is configured to supply the electrically-powered drive axle with electrical power in a first mode of operation and receive energy recovered using the electrically-powered drive axle in a second mode of operation. The controller is coupled between the electrically-powered drive axle and one or more sensor inputs to transition between different modes of operation.