Toyota Motor Engineering & Manufacturing North America, Inc.

Toyota Jidosha Kabushiki Kaisha

Arlo C Eitzer

Luke Alan Rippelmeyer

Christopher M Bulpitt

Laura E Bower

Daniel K Lim

Jonathan J Sander

Scott A Friedman

Jared Michael Farnsworth

Daniel Charles Folick

Takehito Yokoo

Andrew G Sata

Allison McGowan

Benjamin J Groelke

Max K Ralya

David Hernandez

Raja Manas Macherla

Ben J Groelke

A battery manager includes a pattern estimator, a prediction engine, and a charging scheduler. The pattern estimator estimates a driving pattern of an electric vehicle. The prediction engine predicts a charging parameter based on at least one of the driving pattern or driver charging behavior. The charging scheduler outputs the charging parameter to control charging of a secondary battery of the electric vehicle. The pattern estimator may estimate the driving pattern based on information from at least one information source of the electric vehicle. The prediction engine predicts the charging parameter of the secondary battery in preparation of a future use of the electric vehicle.

Adjusting battery soc based on future use of an electric vehicle

Method and systems for determining when to accelerate, decelerate, or maintain current speed of cruise control based on the blindspots of vehicles. Distances between a vehicle and one or more surrounding vehicles are measured using a plurality of sensors. These measurements are used to determine if a vehicle has a surrounding vehicle in its blindspot or if the vehicle is in the blindspot of the surrounding vehicle. Cost calculations are made to determine the individual cost calculations of maintaining current speed versus changing the acceleration. The lowest cost calculation is selected and implemented by the vehicle such that velocity is maintained or acceleration of the vehicle is changed.

Blindspot aware adaptive cruise control

Systems and methods are provided to modularizing a device. In various embodiments, the harness in provided that accommodates many different configurations of the modules. The harness may function as a single element that needs to be replaced and/or connected to accommodate different configurations of modules. The harness may be modular. In various embodiments, unused lines of the harness are capped. In various embodiments, the cap completes a circuit, so that the control system interprets the systems as functioning despite the unused line, whereas the control system may shutdown the system is the unused line is left uncapped. In various embodiments, the harness is used to send control signals to elements of parallel power systems that have high voltage systems that are electronically isolated from one another.

Modular fuel cell system architecture and harness

Systems and methods are provided for modularizing a system. Parallel power systems having electronically isolated high voltage systems facilitate modulization. A control system is provided that optimizes the distribution of a power demand and/or a torque request so as to keep the efficiency, durability, drivability and/or safety of the system within an optimum range. In some cases, the distribution of power is uneven, so as to extend the battery life, while in other cases, the power draw on battery systems are kept equal and constant so as to properly manage the state of charge of the parallel power systems. In still other cases, the chosen power distribution keeps the power demand and/or torque request between minimum and maximum levels/capacity, and the power distribution avoids on/off of an individual power system.

Modular fuel cell system architecture and a control system for distributing power to the modules

Systems and methods provide a drive system control architecture that comprises a seamless interface between original equipment manufacturer (OEM) vehicle systems or components (e.g., accelerator pedal, brake pedal, accessory components, etc.) and third-party (or non-OEM) vehicle systems or components (e.g., motor/generator (MG) and inverter systems, fuel cell and battery systems, transmission, etc.). A universal interface implemented in a vehicle may receive a request for a specified amount of torque from one or more components of a first set of vehicle components, and may determine a balance between one or more components of a second set of vehicle components for delivering the specified amount of torque. The universal interface may then instruct the one or more components of the second set of vehicle components to deliver a commensurate portion of the specified amount of torque.

Drive system controls architecture for OEM interface and services

Apparatuses and methods for controlling torque produced by a propulsion system in a vehicle. A torque request is received for the propulsion system with the propulsion system having a motor speed of substantially zero. A first torque that meets the torque request is produced using a first motor system of the propulsion system. A first thermal condition of the first motor system is identified. Torque production is switched from the first motor system to a second motor system of the propulsion system in response to a determination that the first thermal condition meets a first set of criteria.

Systems and methods for extending a vehicle stall

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Ann Arbor, MI, United States of America

Arlo C Eitzer