A control device for a vehicle includes a fuel cell, a motor-generator, a power unit, a transmission, a motor-generator control unit configured to perform a power control on the motor-generator based on a driver request torque, and a generated power control unit configured to control the generated power of the fuel cell based on a load of the fuel cell including the motor-generator. The motor-generator control unit performs a shifting power control for decreasing a rotation speed of the motor-generator during an upshift of the transmission, and a power control on the motor-generator based on a limit torque of the motor-generator during the shifting power control. The limit torque of the motor-generator being calculated based on an actual generated power of the fuel cell per unit time and an acceptable power of the power unit per unit time.

The present disclosure generally relates to a system and methods for managing and controlling emissions produced by a vehicle and/or powertrain which includes one or more power sources selected from a fuel cell, a fuel cell stack, a battery, and combinations thereof, a processor, one or more inputs, a controller, and one or more emission control devices.

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.

Method and apparatus are disclosed for mobile device tethering for a remote parking assist system of a vehicle. An example vehicle includes a plurality of proximity sensors and a body control module. In response to detecting a mobile device proximate one of the proximity sensors, the body control module sends a location associated with the corresponding proximity sensor to the mobile device. The body control module receives, from the mobile device, a relative position of the mobile device from the location, and when the mobile device is within a threshold distance of the vehicle, enables autonomous parking.

Method and apparatus are disclosed for mobile device tethering for a remote parking assist system of a vehicle. An example vehicle includes a plurality of proximity sensors and a body control module. In response to detecting a mobile device proximate one of the proximity sensors, the body control module sends a location associated with the corresponding proximity sensor to the mobile device. The body control module receives, from the mobile device, a relative position of the mobile device from the location, and when the mobile device is within a threshold distance of the vehicle, enables autonomous parking.

A control device for a vehicle includes a fuel cell, a motor-generator, a power unit, a transmission, a motor-generator control unit configured to perform a power control on the motor-generator based on a driver request torque, and a generated power control unit configured to control the generated power of the fuel cell based on a load of the fuel cell including the motor-generator. The motor-generator control unit performs a shifting power control for decreasing a rotation speed of the motor-generator during an upshift of the transmission, and a power control on the motor-generator based on a limit torque of the motor-generator during the shifting power control. The limit torque of the motor-generator being calculated based on an actual generated power of the fuel cell per unit time and an acceptable power of the power unit per unit time.

The present disclosure generally relates to a system and methods for managing and controlling emissions produced by a vehicle and/or powertrain which includes one or more power sources selected from a fuel cell, a fuel cell stack, a battery, and combinations thereof, a processor, one or more inputs, a controller, and one or more emission control devices.

A method and system for controlling a fuel cell vehicle are provided. The method includes determining, by a controller, a driving pattern of a driver based on driving information including acceleration and deceleration information. A condition for activation of an idling-stop of a fuel cell is then set based on the determined driving pattern and the fuel cell is stopped from generating electric energy when the condition for activation of the idling-stop is satisfied.

The present disclosure generally relates to a system and methods for managing and controlling emissions produced by a vehicle and/or powertrain, which includes one or more power sources selected from a fuel cell, a fuel cell stack, a battery, and combinations thereof, a processor, one or more inputs, a controller, and one or more emission control devices.

The control unit of the fuel cell system monitors the status of power generation of the fuel cell and calculates a total amount of the fuel gas consumption, based on the amount of power generated by the fuel cell, from a point in time when the supply gas pressure reaches a standard gas pressure. Another total amount of the fuel gas consumption is calculated based on a gas pressure change that corresponds to a decrease of the gas pressure from the standard gas pressure. Comparing two total amounts of the fuel gas consumptions, the evaluation is performed as whether the on-off valve in the fuel gas flow path from each of the fuel gas tanks to the fuel cell fails to be opened.