Toyota Motor Engineering & Manufacturing North America, Inc.

Christopher M Bulpitt

Luke Alan Rippelmeyer

Daniel Charles Folick

Jared Michael Farnsworth

Andrew G Sata

Scott A Friedman

Laura E Bower

Arlo C Eitzer

Daniel K Lim

Jonathan J Sander

Joshua D Payne

Takehito Yokoo

Ron J Toth

Ronald J Toth

Rathin Karhu

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

A system for controlling DC-to-DC converters connected in parallel can include a first DC-to-DC converter, a second DC-to-DC converter, and a controller. The first DC-to-DC converter can be connected between a first node and a second node. The first DC-to-DC converter can be configured to maintain a voltage level at the second node. The second DC-to-DC converter can be connected between the first node and the second node. The controller can be configured to measure a current through the first DC-to-DC converter. The controller can be configured to cause, in response to a measure of the current being in a specific relationship with respect to a threshold current, a change in electric power being conveyed through the second DC-to-DC converter to cause the second DC-to-DC converter to respond to a subsequent change in electric power being conveyed through the second node.

Controlling DC-to-DC converters connected in parallel

A system for reducing overdraw of power in a vehicle includes a power source having a battery and a fuel cell circuit. The system further includes an ECU that transmits a power limit signal to a vehicle controller, the power limit signal corresponding to an instantaneous maximum amount of power of the power source. The ECU also determines a battery allowed power corresponding to an amount of power available to be drawn from the battery to cause the SOC of the battery to remain above a lower SOC threshold. The ECU also determines a current battery power draw from the battery corresponding to an instantaneous amount of power being drawn from the battery. The ECU is designed to reduce the instantaneous maximum amount of power in the power limit signal when the current battery power draw is greater than the battery allowed power, reducing the current battery power draw.

System and method for feedback-based reduction of system overdraw in a fuel cell system

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

A system for reducing overconsumption of power in a vehicle includes a power source including a battery having a state of charge (SOC), and a fuel cell stack that generates electricity. The system further includes an electronic control unit (ECU) coupled to the power source and designed to receive a power request corresponding to a requested amount of power from the power source. The ECU is further designed to determine a fuel cell power amount corresponding to an amount of the electricity generated by the fuel cell stack to achieve the requested amount of power. The ECU is further designed to determine an overconsumption event when a current power consumption corresponding to a total amount of power being drawn from the power source is greater than the power request. The ECU is further designed to increase the fuel cell power amount in response to determining the overconsumption event.

System and method for reducing battery overconsumption in a fuel cell system

A control apparatus and method for a two motor drive system of an electric vehicle A spline connects the two Motors, and a second spline connects a motor to a transmission. The control apparatus is configured to in positive driving traction, initiate torque change of the first motor and delay torque change of the second motor, in negative driving traction, initiate torque change of the second motor and delay torque change of the first motor, in downshift of the transmission, initiate torque change of the first motor and delay torque change of the second motor, and in upshift of the transmission, initiate torque change of the second motor and delay torque change of the first motor. The control of torque and the initiation sequence of torque change between the two motors is such that impacts from backlash are substantially reduced, and vibration and noise phenomena are minimal.

Method of drive quality control and shift management for electric vehicles involving multiple traction drive motors

Methods, systems, and apparatus for adjusting coasting guidance and control. The coasting guidance system includes a user interface for displaying coasting information. The coasting guidance system includes an electronic control unit coupled to the user interface and configured to determine a location of a stop event. The electronic control unit is configured to determine a braking location and a target speed based on the location of the stop event. The electronic control unit is configured to determine an ideal coasting location based on the braking location and determine an actual coasting location. The actual coasting location is where the driver begins coasting. The electronic control unit is configured to control a deceleration drive force of the vehicle to decelerate the vehicle to the target speed at the braking location based on the braking location, the actual coasting location and the ideal coasting location.

Coasting guidance timing and drive force adjustment

A system for automatically synchronizing window openings and closings of multiple windows of a vehicle. The system includes a first actuator and a second actuator configured to move a first window and a second window to respective closed positions. The system includes a window control unit configured to receive, at a first time, an indication to close the first window at a first closing rate. The window control unit is configured to receive, at a second time, an indication to close the second window at a second closing rate. The window control unit is configured to adjust at least one of the first closing rate or the second closing rate, from a standard rate to an adjusted rate, when the first time and the second time are within a threshold time, such that the first window and the second window achieve their respective closed positions simultaneously.

Automatic window synchronization system

A system for providing a recommended route for a vehicle, from a current location to an intermediate destination, to a final destination. The system includes an electronic control unit (ECU) configured to determine a vehicle range exceeding a distance between the current location of the vehicle and the intermediate destination. The ECU is configured to determine a baseline route having a first section and a second section. The ECU is configured to determine a first energy source of the first section and a second energy source of the second section. The ECU is configured to determine a first cost associated with incorporating the first energy source and a second cost associated with incorporating the second energy source. The ECU is also configured to determine the recommended route based on the first cost and the second cost. The system also includes an output unit configured to output the recommended route.

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Los Angeles, CA, United States of America

Christopher M Bulpitt