Abstract: To provide a control system and a control method for a hybrid vehicle, which make it possible to cause the hybrid vehicle to efficiently travel to thereby make it possible to improve fuel economy. A control system for a hybrid vehicle V includes an ECU. The ECU calculates four total efficiencies TE_eng, TE_ch, TE_asst, and TE_ev, using energy ENE_eng2 transmitted from an internal combustion engine to drive wheels DW during operation of the engine, energy ENE_mot2 transmitted from an electric motor to the drive wheels DW during operation of the electric motor, energy ENE_mot2 charged when motive power of the engine is converted to electric energy by a power generating operation of the electric motor during the operation of the engine, and energy assumed to be supplied to whole motive power sources (ENE_eng1, ENE_eng1+ENE_mot1, ENE_mot1) (step 2), and selects a travel mode.

Abstract: A vehicle has a rear wheel drive device for driving rear wheels independently of a front wheel drive device. A drive mode control unit performs at least one of a first switching operation for switching between a front-wheel-only-drive mode and a rear-wheel-only-drive mode, a second switching operation for switching between a composite drive mode and the rear-wheel-only-drive mode, and a third switching operation for switching between the composite drive mode and the front-wheel-only-drive mode. When the drive mode control unit performs any one of the first switching operation, the second switching operation, and the third switching operation, an assistive force controller of the steering apparatus changes a control process for controlling a steering assistive force.

Abstract: Systems and methods for improving operation of a power take off are presented. In one example, the power take off may be rotated in two different directions. The approaches may improve operation of a power take off device.

Abstract: A hybrid work vehicle includes: a work device; a traveling drive device; a lever operation quantity detection unit that detects a lever operation quantity of a control lever operated to control the work device; an engagement state detection unit that detects an engaged state and a non-engaged state of the work device; a pedal operation quantity detection unit that detects a pedal operation quantity of an accelerator pedal; a travel state detection unit that detects a traveling state and a non-traveling state of the traveling drive; and an engine control unit that controls an engine rotation rate based upon at least either the lever operation quantity or the pedal operation quantity in correspondence to either the engaged state or the non-engaged state and either the traveling state or the non-traveling state.

Abstract: An ECU uses a map or the like prepared in advance to calculate discharge allowable power indicating electric power that can be discharged from a power storage device. When the running mode is at the CD mode and an engine is stopped, the ECU increases the discharge allowable power to a predetermined value. Furthermore, even when the running mode is at the CS mode or even when the engine is operating, the ECU increases the discharge allowable power when a catalyst device provided at an exhaust pipe of the engine is currently warmed up.

Abstract: Since a power of an engine is transmitted to a first axle and a power of a MG is transmitted to a second axle, a space for providing the MG can be readily ensured. Further, since an accessory is driven by the power of the engine, a private power source for the accessory is not necessary. In this case, the accessory may be a water pump, an oil pump, or an air-conditioner compressor. Furthermore, since a vehicle driving mode is switched between an engine driving mode and a MG driving mode, only a control system relative to the MG driving mode is necessary to be developed when the hybrid vehicle is developed by using the engine vehicle as the base part.

Abstract: The hybrid vehicle has a motor generator disposed in a power transmission path and performing as an electric motor and an electric generator, a direct injection engine configured to execute an ignition start in which fuel is injected into any cylinder with a piston stopped in an expansion stroke and ignited for the start, and an engine connecting/disconnecting clutch of friction engagement type directly connecting and interrupting the direct injection engine to/from the motor generator.

Abstract: Systems and methods for learning torque estimate errors and updating torque estimation models are presented. In one example, torque errors are learned during an engine shut-down, after a disconnect clutch coupled between an engine and an electric machine has been released. An updated torque estimation model is then used to control torque during subsequent engine operation to improve drive feel and vehicle performance.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine is started and idled before engine torque is required so that driveline torque response may be improved.

Abstract: The present invention aims to enhance fuel economy without imparting a sense of discomfort to a driver who drives a vehicle. A determination unit determines whether a depression amount of an accelerator pedal is equal to or lower than a first threshold value set beforehand, when a clutch is disengaged and electric power is regenerated. A clutch control unit controls the engagement or the disengagement of the clutch in such a manner as keeping the disengagement of the clutch, when the depression amount of the accelerator pedal is determined to be equal to or lower than the first threshold value, and engaging the clutch when the depression amount of the accelerator pedal is determined to exceed the first threshold value. The present invention can be applied to a hybrid vehicle.

Abstract: A method of starting an engine when a starter motor of a hybrid electric vehicle has a failure includes identifying a request for starting the engine in a state where the starter motor has the failure. When the request for starting the engine is made in the state where the starter motor has the failure, a torque or a load of an engine clutch and a pressure of the engine clutch are determined. A torque of a driving motor is set to a smaller torque between a driving motor demanded torque and a torque obtained by subtracting the torque of the engine clutch from a maximum torque of the driving motor. The engine starts with the set torque of the driving motor while controlling the engine clutch.

Abstract: A hybrid vehicle includes a frame, at least two wheels carried by the frame, an internal combustion subsystem driving at least one of the two wheels, an electrical subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events, a pneumatic subsystem driving at least one of the two wheels and recapturing kinetic energy during deceleration events, and a control subsystem selectively operating the internal combustion, electrical and pneumatic subsystems.

Abstract: A control device (10) includes: target deceleration calculation means (101) for calculating a target deceleration by using a target deceleration map in which a target deceleration is set for each vehicle speed; command power-generation torque calculation means (102) for calculating a command power-generation torque based on the target deceleration, a rotation speed of a power generator (2), and a transmission gear ratio of a transmission (3); and command Duty calculation means (103) for calculating a command Duty based on the command power-generation torque, and the rotation speed and an output voltage of the power generator (2). The target deceleration map is calculated based on a vehicle-speed shift in accordance with actual running conditions when a vehicle is decelerating with fuel stop.

Abstract: Methods and systems are provided for performing a non-intrusive engine compression test. When compression testing is requested, a hybrid vehicle engine may be spun unfueled using energy from a battery driven electric motor. Changes in battery current over multiple engine cycles is used to infer cylinder compression parameters and assess cylinder compression degradation.

Abstract: A vehicle includes a motor generator and an engine generating driving power for running, and an ECU for controlling the motor generator and the engine. If user request power and a vehicle speed are substantially constant when inertial running control is selected by a user, the ECU causes driving power variation operation to be performed on the motor generator and the engine in which the motor generator and the engine are switched between a low output state and a high output state. The vehicle runs with inertial force of the vehicle in the low output state. As a result, energy efficiency during vehicle running can be improved.

Abstract: An electronic control device is mounted to a hybrid vehicle and controls the hybrid vehicle. The hybrid vehicle has an engine and a motor and has a driving force limitation portion limiting a driving force of the motor when a motor temperature is equal to or more than an upper limit temperature. The electronic control device includes a stop determination portion, an obtaining portion, an estimation portion, an extra time determination portion, and a switching portion. The stop determination portion determines whether the hybrid vehicle is in a motor travelling mode and in a vehicle stop state. The obtaining portion obtains a physical quantity from an external, and the electronic control device estimates an extra time. The estimation portion calculates a temperature change per unit time. The extra time determination portion determines whether the extra time reaches a predetermined time. The switching portion switches a travelling mode.

Abstract: A method and system for changing a running mode when a battery discharge of a hybrid vehicle is limited include detecting each state of the drive motor and the battery, determining whether a need for a change to a running mode in which an operation of the engine is requested when the drive motor operates and the battery discharge is limited. A starting motor is operated first with an available power of the battery when the change to the running mode is requested. The engine is controlled so that the starting motor may perform a charging operation, for synchronization of an engine clutch, and for driving the drive motor with available power of the battery when the engine has been started by the starting motor.

Abstract: A control apparatus for a hybrid vehicle is provided with a differential mechanism having a first rotary element, a second rotary element serving as an input rotary member and connected to an engine, and a third rotary element serving as an output rotary member, an electric motor connected to said first rotary element, and a locking mechanism configured to fix an output shaft of said engine to a stationary member, the control apparatus comprising: an electric motor drive control portion configured to reduce an absolute value of a torque of said electric motor before said locking mechanism is changed from a locking state in which said output shaft is fixed to the stationary member while a drive force of said electric motor is transmitted to said third rotary element, to an unlocking state in which said output shaft is released from the stationary member.

Abstract: The invention of this application relates to a control device of a hybrid system which can output an engine power and an electric motor power selectively or simultaneously, the control device selectively performing first and second modes for concomitantly using an EV mode for performing the operation of the electric motor (12) with the operation of the engine being stopped and an HV mode for selectively performing the operation of the engine and its stop with the electric motor being operated by switching the EV mode and the HV mode according to a predetermined switching condition, and the predetermined switching condition being set such that a proportion of an engine operation time occupying a total time of the first mode is smaller than that occupying a total time of the second mode.

Abstract: A hybrid powertrain has an engine, a starter motor, and a gear train that connects the starter motor with the engine, and a motor/generator. A belt drive train connects the motor/generator with the engine. The powertrain has a first energy storage device with a first operating range of voltage and a second energy storage device with a second operating range of voltage at least partially in common with the first operating range of voltage. A controller places a switching device in an on-state so that the first energy storage device is connected with the second energy storage device or in an off-state in which the first energy storage device is disconnected from the second energy storage device. The controller causes the switching device to be in the off-state and the starter motor and the motor/generator to be powered with energy from the first energy storage device to restart the engine.

Abstract: In a power generation control apparatus applied to a hybrid vehicle including a compound motor in which a wound rotor is connected to an internal combustion engine and a magnet rotor is connected to a transmission, when regenerative power generation is underway and the internal combustion engine is operative, a first motor/generator constituted by the wound rotor and the magnet rotor and the internal combustion engine are controlled such that torque output from the internal combustion engine is increased by torque applied to the internal combustion engine from the first motor/generator, and a power generation amount of a second motor/generator constituted by the magnet rotor and a stator is increased such that torque transmitted to an output shaft from the internal combustion engine is not applied to a drive wheel.

Abstract: A hybrid vehicle drive system for a vehicle includes a first prime mover, a first prime mover driven transmission, and a rechargeable power source. The hybrid vehicle drive system further includes an interface between the transmission and the prime mover for coupling to an electric motor. The electric motor can be in direct or indirect mechanical communication with a hydraulic pump. The electric motor can receive power from the prime mover driven transmission through the interface.

Abstract: A powertrain includes: an engine provided with a plurality of cylinders; a first motor generator coupled to an output shaft of the engine; and an ECU for controlling them. When misfire in the engine is detected, the output shaft of the engine is rotated by driving the first motor generator with ignition and supply of fuel to the engine being suspended.

Abstract: The control apparatus according to the invention is applied to a hybrid vehicle having a manual transmission. The control apparatus controls a motor-generator such that a torque is input to the manual transmission when a neutral switch outputs a detection signal while an internal-combustion engine and the vehicle are stopped. The control apparatus starts up the internal-combustion engine when a release manipulation is performed to a clutch while the time rate of change of input-side rotating speed of the manual transmission by a torque providing control does not satisfy a predetermined criterion.

Abstract: In the case that the motor travel priority mode is set and the restriction mode is set as the control mode because of the request of the operation of the engine, the threshold value Peg that is smaller value between the obtained value (kw·Wout) from multiplying the output limit Wout of the battery by the preset conversion factor kw and the preset power Pset that is smaller than the converted output limit Wout of the battery at a normal time is compared with the driving power Pdrv*. The hybrid vehicle is driven with the motor travel in idle operation of the engine when the driving power Pdrv* is not more than the threshold value Peg, and the hybrid vehicle is driven with power from the engine when the driving power Pdrv* is more than the threshold value Peg.

Abstract: A user interface for conveying tips on driving behaviors or vehicle settings that will improve vehicle efficiency may be provided. The tips may be listed on an information display along with an efficiency impact value associated with each tip. The efficiency impact values may be conveyed in terms of fuel economy, vehicle range, emissions or some other value. Accordingly, the user interface may communicate ways to improve a vehicle's efficiency, as well as quantify the potential improvement in meaningful terms.

Abstract: A hybrid vehicle for reducing a variation in accelerator position when an EV mode is switched to a HV mode is provided. A controller executes the following process during running in the EV mode. The controller sets an increase of the accelerator position from a first accelerator position to a switching accelerator position at which a switch to the HV mode is to be made as a first increase when an output of a motor has reached an output upper limit at the first accelerator position. The controller sets an increase of the accelerator position from a second accelerator position to the switching accelerator position as a second increase which is smaller than the first increase when the output of the motor has reached the output upper limit at the second accelerator position which is larger than the first accelerator position.

Abstract: A control unit for a vehicle, which comprises an engine, a driving motor, an engaging/disengaging device, and a voltage raising device, includes a switching control unit and a voltage raising control unit controlling the voltage raising device. The switching control unit switches between a first driving mode in which the vehicle is driven by a driving force of the driving motor with the engaging/disengaging device released and a second driving mode in which the vehicle is driven by the driving force of the engine with the engaging/disengaging device engaged. In a case where a driving mode is switched from the first driving mode to the second driving mode, the switching control unit starts an engagement of the engaging/disengaging device and switches the driving mode to the second driving mode, after the voltage raising control unit starts the voltage raising control in the first driving mode.

Abstract: A method of controlling a hybrid automobile is provided. Only a drive force of the motor is outputted to wheels by stopping the engine while operating the motor when a required drive force is below a predetermined switch value, and at least a drive force of the engine is outputted to the wheels by operating at least the engine when the required drive force is above the switch value. The method includes estimating, when the required drive force is below the switch value, a switching possibility of the required drive force increasing above the switch value, operating the engine so that a temperature of a catalyst becomes a first temperature when the estimated switching possibility is above a predetermined level, and operating the engine so that the temperature of the catalyst becomes a second temperature lower than the first temperature when the estimated switching possibility is below the predetermined level.

Abstract: The occurrence of shock and the occurrence of the feeling of losing speed can be prevented. When the clutch is engaged from the state in which the clutch is disengaged and a vehicle is being driven by only the power of an electric motor, an electric motor control unit controls the electric motor so that the torque of the electric motor is decreased at a rate determined according to the torque requested by the driver. During the period in which the torque of the electric motor is decreased at the above rate, a clutch control unit controls the engagement of the clutch so that the clutch is engaged after being set to a half-engaged clutch state in which part of the power is transmitted. The present invention is applicable to hybrid vehicles.

Abstract: A control system for a hybrid vehicle includes a mode selection unit for start request of an engine; a slip determination unit for determining whether or not a second clutch is allowed to slip; and a start determination unit for determining whether or not to allow the engine to start. The start determination unit prevents the engine from starting when an input rotation speed or an output rotation speed of an automatic transmission is less than a predetermined value in the presence of the start request of the engine from the mode selection unit and the slip determination unit determines that the second clutch is not allowed to slip.

Abstract: In an electric-mileage learning when a running mode of a plug-in hybrid vehicle is a CD mode, acquisition of information for the electric-mileage learning is not performed in the case where the running mode is changed from the CD mode to a CS mode during one trip even when the running mode is changed to the CD mode afterward. The electric-mileage learning is performed by calculating a trip electric mileage using only information acquired in the CD mode before a change to the CS mode for the first time. This avoids inclusion of an error caused by running on the uphill road in the CS mode in a learned electric mileage even when the running is performed. This enhances the accuracy of the learned electric mileage, thus accurately calculating a possible EV running distance.

Abstract: The apparatus may include an engine configured to supply a drive torque to the vehicle. A first motor generator directly connected to the engine and generates electric power and supplies the drive torque to a transmission. A clutch is interposed between the first motor generator and the transmission and selectively transmits rotational power between the first motor generator and the transmission. A second motor generator is electrically connected to the first motor generator and generates electric power and supplies the drive torque to the transmission at all times. A battery supplies the electric power to the first and second motor generators and is charged by the first and second motor generators.

Abstract: A hybrid vehicle and method of control are disclosed wherein the ratio of engine speed to vehicle speed varies continuously in some operating modes and is controlled to simulate a discrete ratio transmission in other operating modes. The disclosure specifies the method of controlling the engine speed and the combined output torque of the engine and at least one traction motor in each of the operating modes. Transitions among operating modes occur in response to driver movement of a shift lever, driver operation of shift selectors, and changes in vehicle speed.

Abstract: Provided herein is a vehicle drive force control. When a driver requests to start the vehicle with the brake OFF and depresses the accelerator pedal, a target drive torque exceeds a gradient load. To avoid excess current being supplied to the motor, the upper limit of motor speed, which is the input speed of a second clutch, is set to a value less than a slip detectable limit value at which it becomes possible to detect slip rotation, i.e. the difference over the output side rotation speed. When the target drive torque exceeds the gradient load, the lower limit of the input speed of the second clutch (the motor speed) is set to a value equal to or greater than the slip detectable limit value so that the required driving force can be achieved by the gradient load corresponding driving force control.

Abstract: A hybrid vehicle (100) includes a voltage step-up device (17). The voltage step-up device (17) is provided between driving devices (18, 20) and an electrical storage device (16), and steps up input voltages of the driving devices (18, 20) to a voltage of the electrical storage device (16) or above. An HV-ECU (36) determines whether it is possible to reduce a CO2 emissions for a predetermined travel route by increasing the voltage of the electrical storage device (16). Then, when it is determined that it is possible to reduce the CO2 emissions, the HV-ECU (36) controls an SOC of the electrical storage device (16) so as to increase the SOC at a start of the travel route.

Abstract: A hybrid drive system for a combine includes a control wherein the hybrid system control determines a battery pack state-of-charge of the battery pack, and the hybrid system control also receives the current engine load estimate and engine speed from the engine control. Depending upon these variables, the hybrid control sends a torque command to a motor/generator control to provide a desired composite speed-torque curve from the engine and the motor/generator. In cases where the battery pack can be charged, an engine fuel curve is set by engine control to provide maximum engine power at isochronous speed, and when the battery pack is fully charged, the engine fuel curve is reduced to be shaped so that battery electric assist is not engaged until engine speed falls.

Abstract: A control system and method are provided for a motor vehicle having an electronic control unit, by which the drive torque of a drive unit can be variably distributed, as required, to at least two axles. A drive-oriented control can be specified for the purpose of a primarily single-axle drive. By way of a comparison unit, preferably on the basis of a circle of forces, a driving-dynamic desired parameter demanded particularly on a basis of the driver's intention is compared with a driving-dynamic potential parameter. A change from the drive-oriented control to a driving-dynamics-oriented control for the purpose of a primarily multi-axle drive takes place only when a defined threshold value, for example, 70%, is exceeded relative to the driving-dynamic potential parameter, for example, a limit range of the circle of forces.

Abstract: A system and method of converting a driving mode and controlling shifting of a hybrid vehicle are provided. The method includes simultaneously converting, by a controller, a driving mode and controlling shifting of a hybrid vehicle when a high torque is required according to the an acceleration requirement of a driver when the hybrid vehicle is driven in an EV mode. Therefore, an acceleration response for the acceleration requirement of the drive may be improved.

Abstract: In a controller of a hybrid system including an engine, a motor/generator, an automatic clutch to which engine torque is input, a gear group configured to transmit input torque to a driving wheel side, and a differential device provided with plural rotary elements to which a torque input side of the gear group, a rotating shaft of the motor/generator, and an output side of the automatic clutch are individually connected respectively, wherein at the time a vehicle is started by causing the motor/generator be in charge of a reaction force of the engine torque and transmitting the engine torque to the driving wheels via the differential device and the gear group, the automatic clutch is slip controlled in a semi-engaged state.

Abstract: A vehicle includes an engine and a motor generator generating driving power for running, and an ECU for controlling the engine and the motor generator. If user requested power and a vehicle speed are substantially constant when inertial running control is selected by a user, the ECU causes continuous driving power operation to be performed on the engine in which the engine is driven to continuously generate constant driving power, and causes driving power variation operation to be performed on the motor generator in which the motor generator is alternately switched between a low output state and a high output state in terms of driving power, thereby running the vehicle. As a result, energy efficiency during vehicle running can be improved.

Abstract: A hybrid vehicle includes a differential device, a first motor, an engine, a second motor, an engagement device, and an electronic control unit. The electronic control unit is configured to control the first motor and the second motor when an engagement state of the engagement device changes, such that a first angular acceleration and a second angular acceleration reach a first target value and the second target value respectively, the first angular acceleration and the second angular acceleration being two angular accelerations of the engine, the first motor, and the second motor and to calculate the first target value and the second target value by applying a constraint condition to at least one of the first target value and the second target value.

Abstract: A vehicle system and a method for calculating a vehicle mass is provided. In at least one embodiment, the system and the method measure current consumed by an electric machine of the vehicle to calculate vehicle mass. A controller of the vehicle uses the calculated mass to control operation of the vehicle, for example a four wheel drive, transmission, stability control, or brake system of the vehicle. A GPS and tire speed sensor system may be incorporated to detect the presence of a towed object, for example a trailer, and to further adjust operation of the vehicle.

Abstract: An apparatus includes a vehicle frame, a swing arm and a fuel tank. The vehicle frame includes a front portion and a rear portion and defines a longitudinal centerline therebetween. The front portion is configured to support a recumbent seat. The rear portion is configured to be coupled to the swing arm and. The swing arm defines a longitudinal centerline and includes a wheel mounting portion configured to be coupled to a wheel assembly. The wheel mounting portion defines a radial axis that is substantially coaxial with the longitudinal centerline of the vehicle frame in at least one plane. The fuel tank is coupled to the rear portion of the vehicle frame such that the fuel tank is above the longitudinal centerline of the swing arm.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine is accelerated to a speed of a driveline integrated starter/generator before the engine is coupled to the driveline integrated starter/generator.

Abstract: With a hybrid vehicle driven at extremely low speeds only by power from the electric motor, when a state-of-charge of the battery becomes equal to or smaller than a predetermined level or when a rotational speed required on the air conditioner compressor is less than a desired rotational speed, power from the internal combustion engine is transmitted to the output shaft by engaging the first engaging and disengaging mechanism, starting the internal combustion engine by power from the electric motor, and thereafter, engaging the first engaging and disengaging mechanism or the second engaging and disengaging mechanism between a fully applied state and a fully released state.

Abstract: The invention relates to a method and a device for power management of an electrical drive for a hybrid vehicle, wherein the method comprises the following steps: detecting (S1) an adjustable power requirement for the electrical drive device and an available electrical battery capacity of the electrical energy store by means of a detecting unit (21); comparing (S2) the detected adjustable power requirement to the detected available electrical battery capacity by means of a control unit (22); and deactivating (S3) at least one of the electrical consumers in dependence on criteria specified by the control unit for one or a plurality of specified time intervals by the control unit (22), if the comparison results in a lower available electrical battery capacity than the adjustable power requirement.

Abstract: An engine shaft of an engine, rotatable shafts of two motor generators and a drive force output shaft are interconnected with each other through a drive force transmission arrangement. When a torque of one of the motor generators is limited, an ECU computes a torque correction amount of the other one of the motor generators in a manner that limits at least one of a change in a torque of the engine shaft, a change in a torque of the drive force output shaft and a change in an output of a battery based on a torque limit amount of the one of the motor generators and corrects the torque of the other one of the motor generators with the computed torque correction amount.

Abstract: A hybrid motor vehicle includes a controller configured to: control an engine and a motor so that when power required of the vehicle increases to or above a first threshold value during stop of the engine, the engine outputs the required power until the required power decreases to or below a second threshold value that is smaller than the first threshold value; control the engine and the motor so that when the required power decreases to or below the second threshold value during operation of the engine, the engine is in a stopped state until the required power increases to or above the first threshold value; and set the second threshold value so that the second threshold value is smaller when degree of degradation of the battery exceeds a threshold value than when the degree of degradation of the batter is less than or equal to the threshold value.

Abstract: A stop control apparatus for an internal combustion engine is provided with: a motor (MG1) configured to output torque to a crankshaft (205) of the internal combustion engine (200); a number-of-revolutions detecting device (110) configured to detect the number of revolutions of the internal combustion engine; a crank angle detecting device (120) configured to detect a crank angle of the crankshaft of the internal combustion engine; a motor controlling device (150) configured to control the motor to output adjusting torque which adjusts the crank angle when the internal combustion engine stops to have a desired value, when the internal combustion engine stops; a throttle valve controlling device (160) configured to control an opening degree of a throttle valve (208) to be a predetermined opening degree in an intake stroke immediately before the internal combustion engine stops; and an adjusting torque determining device (140) configured, to determine the adjusting torque on the basis of the predetermined openi