An electric vehicle thermal management system and method utilizing power demand models for both propulsion and auxiliary systems, and an intelligent thermal load management module. A navigation unit formulates potential routes to a destination that is either set by a driver or predicted by a drive cycle prediction module. The routes are used to inform the propulsion power demand model, while historical driving patterns based on GPS data and time-dependent climate inputs inform the auxiliary power demand model. The expected power demands for the individual systems and overall combined system are accounted for in calculations performed by optimization algorithms in an intelligent thermal load management module. The calculations produce desired temperature setpoints which send heating and cooling requests to refrigerant and coolant fluid handlers and subsequent actuators that control the refrigerant and coolant fluid loops.

Various disclosed embodiments include illustrative controller units, systems, vehicles, and methods. In an illustrative embodiment, a controller unit includes a communication component, a controller and a memory. The communication component is configured to communicate with a direct current charging device. The controller is configured to communicate with the communication component and the memory. The memory is configured to store computer-executable instructions configured to cause the controller to determine a target location, receive location information of a vehicle, receive state of charge information, determine a charging request in response to the target location, the location information of the vehicle, and the state of charge information, and send, via the communication component, the determined charging request to the direct current charging device connectable to the vehicle.

A system comprises an acceleration information acquisition unit configured to acquire information indicating an acceleration of a vehicle; a shaft output information acquisition unit configured to acquire information indicating a shaft output of a rotating electrical machine; a position information acquisition unit configured to acquire information indicating a position of the vehicle; and a determination unit configured to determine a state of a road on which the vehicle has run, based on the acceleration of the vehicle, the shaft output, and the position of the vehicle. A method comprises acquiring information indicating an acceleration of a vehicle; acquiring information indicating a shaft output of a rotating electrical machine; acquiring information indicating a position of the vehicle; and determining a state of a road on which the vehicle has run, based on the acceleration of the vehicle, the shaft output, and the position of the vehicle.

A processor unit (3) is configured for executing an MPC algorithm (13) for model predictive control of an electric machine (8) of a drive train (7) of a motor vehicle (1). The MPC algorithm (13) includes a longitudinal dynamic model (14) of the drive train (7) and a cost function (15) to be minimized. The cost function (15) includes a first term, a second term, and a third term. The processor unit (3) is configured for determining an input variable for the electric machine (8) by executing the MPC algorithm (13) as a function of the first, second, and third terms such that the cost function is minimized.

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 vehicle information calculation apparatus includes a motor torque acquisition unit, an angular acceleration acquisition unit, a contact force acquisition unit, and an inertia moment calculator. The motor torque acquisition unit acquires a torque of a motor that drives a vehicle. The angular acceleration acquisition unit acquires an angular acceleration of the motor. The contact force acquisition unit acquires a contact force of a wheel of the vehicle. The inertia moment calculator calculates an inertia moment of a rotating system of the vehicle including the wheel on the basis of the torque acquired by the motor torque acquisition unit, the angular acceleration acquired by the angular acceleration acquisition unit, the contact force acquired by the contact force acquisition unit, and a coefficient of friction between the wheel of the vehicle and a contact surface.

A method for inertia drive control is provided. The method includes performing advanced inertia drive control by an inertia drive controller. The controller detects a speed reduction event during road driving of a vehicle, lane division together with road type division for a road, and performs inertia drive control guide and the inertia drive control based on drive conditions of lane change and lane maintenance.

A system for managing storage of electrical energy can include an electromagnetic machine and a controller. The electromagnetic machine can have a rotor and a stator. The rotor can be configured to be connected to a shaft. One of the rotor or the stator can have first windings and second windings. The controller can be configured to control first circuitry and second circuitry. The first circuitry can be configured to cause energy to flow from a first energy storage device to the first windings to cause the shaft to rotate. The second circuitry can be configured to cause energy to flow selectively: (1) from a second energy storage device to the second windings to cause the shaft to rotate or (2) from the second windings to the second energy storage device to cause the second energy storage device to be charged.

A thermal management method includes obtaining a predicted temperature including a predicted value of an operating temperature of a target device, and controlling the target device to switch a thermal management according to the predicted temperature mode. The thermal management mode is used to adjust the operating temperature of the target device.

A braking control apparatus to be installed an electric vehicle includes an acceleration and deceleration operation member, a controller, and a recognizer. The acceleration and deceleration operation member receives an acceleration request in accordance with an operation amount in a first direction from a neutral position, and receive a deceleration request in accordance with an operation amount in a second direction from the neutral position. The controller controls an amount of power regenerated by a rotary electric machine driven by wheels in accordance with the operation amount in the second direction. The recognizer recognizes a preceding vehicle traveling ahead of the electric vehicle. Upon detection of the preceding vehicle at a relative distance from the electric vehicle that is equal to or less than a threshold, the controller performs braking suppression control to decrease the amount of power regenerated in accordance with the operation amount in the second direction.