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 truck, a tractor unit, a trailer, a tractor-trailer configuration, at a tandem, 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 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 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 truck, a tractor unit, a trailer, a tractor-trailer configuration, at a tandem, 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 coasting regeneration control method of a vehicle equipped with a continuously variable valve duration (CVVD) engine includes: determining, by an engine control unit (ECU), whether a current state of the vehicle satisfies coasting regeneration conditions; and entering, by the ECU, a coasting regeneration mode and performing regenerative braking when the current state of the vehicle satisfies the coasting regeneration conditions, in which when the coasting regeneration mode is entered, a throttle valve is fully opened so that the amount of intake air of the engine is maximized, a CVVD target duration is controlled to be maximized, and a closing time of an intake valve is delayed after a start point of time of a compression stroke, thereby decreasing pumping loss of the engine.

A power train for a vehicle, the power train includes: a motor including a rotatable shaft; a reducer coupled to the motor; a gear train disposed at least partially inside the reducer, to transmit rotational force generated by the motor; and a wheel rotatable by receiving power from the reducer or by transmitting power generated by its rotation to the reducer, wherein the gear train is configured to transmit power from the motor to the reducer or to transmit power from the reducer to the motor based upon comparison of a rotational angular velocity of the rotatable shaft and a rotational angular velocity of the reducer.

System, methods, and other embodiments described herein relate to delaying a start of an internal combustion engine (“ICE”) in a hybrid vehicle. In one embodiment, a method includes identifying a stopping location, a regenerative braking event that assists in stopping the hybrid vehicle at the stopping location, and an actual energy value based on a regenerative braking energy generated during the regenerative braking event. The method includes determining an estimated energy value, based on a predicted regenerative braking energy from a predicted braking event, that causes the hybrid vehicle to stop at the stopping location. The method includes determining an energy savings value based, at least in part, on a difference between the actual energy value and the estimated energy value. The method includes, responsive to the ICE being off, delaying the start of the ICE based, at least in part, on the energy savings.

A vehicle includes an accelerator pedal, a brake pedal, an electric machine, friction brakes, and a controller. The electric machine is configured to propel the vehicle and to brake the vehicle during regenerative braking. The friction brakes are configured to brake the vehicle. The controller is programmed to, responsive to an operator selection of a one-pedal drive mode, decrease vehicle speed via regenerative braking in response to releasing the accelerator pedal. The controller is further programmed to transition the vehicle to an inhibit state in which the friction brakes are applied to prevent vehicle creep in response to receiving an automated signal to disable the one-pedal drive mode and vehicle speed becoming zero while the one-pedal drive mode is selected.

A system for coupling a towing vehicle to a towed vehicle and/or for controlling charging/braking by the towed vehicle. The system may include a coupler coupling to the towing vehicle; and first and second tow bars having first and second ends and a rotational joint situated between the first and second ends, the first and second tow bars coupled to the coupler at the first ends and being non-parallel in at least one plane with the second ends located further apart from each other than the first ends. The rotational joint providing for the first and second tow bars to be positioned in an open and a folded position. The second ends of the first and second tow bars are configured to be coupled to the towed vehicle. For charging, a trip distance and charge of a towed vehicle battery is utilized to determine a charging rate for the trip.

A coasting regeneration control method of a vehicle equipped with a continuously variable valve duration (CVVD) engine includes: determining, by an engine control unit (ECU), whether a current state of the vehicle satisfies coasting regeneration conditions; and entering, by the ECU, a coasting regeneration mode and performing regenerative braking when the current state of the vehicle satisfies the coasting regeneration conditions, in which when the coasting regeneration mode is entered, a throttle valve is fully opened so that the amount of intake air of the engine is maximized, a CVVD target duration is controlled to be maximized, and a closing time of an intake valve is delayed after a start point of time of a compression stroke, thereby decreasing pumping loss of the engine.

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 truck, a tractor unit, a trailer, a tractor-trailer configuration, at a tandem, 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.