Abstract: In a case of engagement when a clutch K0 disposed between an engine 12 and a motor generator MG is engaged during EV running while a release instruction for the clutch K0 is output, drive of the engine 12 is changed such that a rotation speed NE of the engine 12 approaches a rotation speed NMG of the motor generator MG and, therefore, a drag torque of the engine 12 can be suppressed regardless of an engagement state of the clutch K0, and generation of longitudinal acceleration can be suppressed by reducing a slip time of the clutch K0. Therefore, a control device of a hybrid vehicle 10 can be provided that reduces a driver's uncomfortable feeling in a simplified manner in a case of wrong engagement of the clutch K0.

Abstract: A control device of a vehicle provided with an engine, and a fluid-operated power transmitting device provided with a lock-up clutch and configured to transmit a drive force of said engine to drive wheels, and an engine connecting/disconnecting clutch configured to selectively place a power transmitting path between said engine and said fluid-operated power transmitting device in a power transmitting state and a power cutoff state, said vehicle being able to run in an engine drive mode in which said engine is operated as a vehicle drive power source while said engine connecting/disconnecting clutch is placed in a fully engaged state, comprising: a lock-up clutch control portion configured to bring said engine connecting/disconnecting clutch from the fully engaged state into a slipping state and temporarily place the engine connecting/disconnecting clutch in the slipping state while said lock-up clutch is placed in a slipping state, when a lock-up slip control is implemented to place said lock-up clutch from a

Abstract: A powertrain system includes an internal combustion engine, at least one electric machine and an electro-mechanical transmission operative to transmit torque to a drive line. A method for controlling the powertrain system includes executing an engagement strategy of a one-way clutch device only having capacity in a first direction. The engagement strategy includes modeling a capacity of the one-way clutch device in accordance with a loading step change profile until a first capacity limit of the one-way clutch device is achieved. A continuous reactive load is applied to the one-way clutch device in the first direction to maintain engagement and inhibit lash of the one-way clutch device.

Abstract: A control device of an FR hybrid vehicle is provided with: a drive source that contains at least an engine (Eng); and a second brake (B2) that is fastened when a D range is selected. In the range of starting of fastening control of the second brake (B2), when the parameters (rate of input rotational frequency change and amount of motor torque change) that change along with the rotational fluctuation of the engine (Eng) become at least a predetermined threshold, it is judged that the second brake (B2) has started fastening. When in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be large, the absolute value of the predetermined threshold is set to a value that is larger than when in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be small.

Abstract: A control apparatus for a hybrid vehicle which is provided with an engine and an electric motor each functioning as a drive power source, and a clutch selectively connecting the engine and the electric motor to each other, said control apparatus being configured to switch a drive mode of the hybrid vehicle between an engine-driven running with at least said engine of the drive power source consisting of the engine and said electric motor used as the drive power source and with said clutch placed in a fully engaged state, and an electric-motor-driven running with said electric motor used as the drive power source and with said clutch placed in a released state, includes: a clutch temperature calculating portion configured to calculate, during said engine-driven running, an estimated temperature of said clutch upon a next engaging action of the clutch for switching of said drive mode from the following electric-motor-driven running back to the engine-driven running; and a switching control portion configured to

Abstract: A control device of a vehicle includes: an engine; a connection/disconnection device configured to connect/interrupt the engine; a rotating machine disposed to enable transmission of drive power to the wheels; and a running position selection device, the control device including a first manual mode selected by performing a deceleration increasing operation by a driver for increasing vehicle deceleration while the automatic running position is selected and a second manual mode selected by performing a deceleration increasing operation by a driver for increasing the vehicle deceleration while the manual running position is selected, while the vehicle is running with the engine interrupted from the wheels, if the first manual mode is selected, the vehicle deceleration being generated only by the rotating machine, and if the second manual mode is selected, the connection/disconnection device being put into the connected state to generate the vehicle deceleration at least by the engine.

Abstract: A method to shift a powertrain system from a first operating mode to a second operating mode wherein a common clutch is activated to effect operation in both the first and second operating modes includes, in sequence, deactivating the common clutch, activating an oncoming clutch associated with the second operating mode and deactivating an off-going clutch associated with the first operating mode, and activating the common clutch.

Abstract: Embodiments of the present invention provide a controller for a hybrid electric vehicle having a first actuator and a second actuator operable to drive a driveline of the vehicle, the vehicle having releasable torque transmitting means operable releasably to couple the first actuator to the driveline, the releasable torque transmitting means being operable between a first condition in which the first actuator is substantially disconnected from the driveline and a second condition in which the first actuator is substantially connected to the driveline, the controller being operable to control the vehicle to transition between a first mode in which the releasable torque transmitting means is in the first condition and a second mode in which the releasable torque transmitting means is in the second condition, when a transition from the first mode to the second mode is required the controller being arranged to provide a control signal to the first actuator to control the speed thereof, the control signal being re

Abstract: A hybrid vehicle has an internal combustion engine (10) and a hybrid drive (12) that has an electric machine (11) and a transmission (13) having a drive output. During driving under purely internal combustion engine (10) power, only the internal combustion engine provides a drive torque at the drive output. During driving under purely electric motor power, only the electric machine (11) provides a drive torque at the drive output. During hybrid driving, the internal combustion engine (10) and the electric machine (11) each provide a drive torque at the drive output. The hybrid vehicle also has a pump unit (16, 20). The pump unit (16, 20) can be driven by the electric machine (11) of the hybrid drive (12).

Abstract: A control apparatus for a motor-assisted bicycle detects a pedaling torque applied to a crankshaft with a pedaling force sensor, controls a motor unit of the motor-assisted bicycle in a regenerative control process to charge a battery if the torque value of the detected pedaling torque is equal to or smaller than a predetermined level, and controls the motor unit in an assistive control process if the torque value is greater than the predetermined level. The control apparatus switches between the assistive control process and the regenerative control process depending on the torque value which is detected, increases the predetermined level if the state of charge of the battery becomes lower than a first level, and restores the predetermined level if the state of charge of the battery becomes higher than a second level which is greater than the first level.

Abstract: An apparatus for an accessory drive configuration includes an internal combustion engine having a crankshaft which is structured to provide traction power. A torque-transmitting shaft extends through a portion of an internal combustion engine assembly, and the torque-transmitting shaft provides mechanical power to an accessory drive system. The internal combustion engine and an electric motor are operably coupled to the torque-transmitting shaft to selectively provide torque to the torque-transmitting shaft.

Abstract: A vehicle includes a torque generating device, a transmission, and a controller. The transmission has one or more clutches. The controller executes a method, which includes measuring an amount of slip across an identified offgoing clutches and determining whether the offgoing clutches have slipped prior to a modeled clutch torque capacity reaching zero. A status is assigned indicating that the offgoing clutches are released if the offgoing clutch has slipped prior to the modeled clutch capacity reaching zero. The controller induces slip across the identified offgoing clutches to a calibrated low, non-zero level after recording the value, including by enforcing the low, non-zero slip value using one or more acceleration profiles.

Abstract: An automated manual transmission system (1) including an input shaft (4), a clutch, an output shaft (6), and a gearbox enabling selection of different transmission ratios between the input shaft and the output shaft (6). An actuation mechanism (10) is operatively connected to the clutch and the gearbox to effect disengagement and re-engagement of the clutch and coordinated selection of the transmission ratios. A hybrid motor (14) is operably connected to the output shaft (6) and a control system (16) is operable to regulate the actuating mechanism in response to control inputs, to effect automatic gear changes. The hybrid motor (14) is responsive to the control system (16) to provide supplementary torque to the vehicle driveline when the clutch is disengaged, to reduce torque interruption in the driveline.

Abstract: Disclosed is a creep control system and method for a hybrid vehicle, which controls the driving of a motor according to the distance to a preceding vehicle in order to provide creep driving when the hybrid vehicle has come to a complete stop. In particular, driving information is detected and a determination is made as to whether the hybrid vehicle is in an idle stop and completely stationary state. Then when the hybrid vehicle is in the idle stop and completely stationary state, a determination is made as to whether a distance from a preceding vehicle is more than a predetermined distance. When the distance to the preceding vehicle is more than the predetermined distance, a motor is driven to perform creep driving.

Abstract: A drive system for a vehicle is provided, in particular for an agricultural or industrial utility vehicle. The drive system comprises a first and a second drive assembly (, a first and a second branch, at least one control unit and at least one output interface. The first drive assembly is connectable to the first branch. The second drive assembly is connectable to the second branch. The first branch and/or the second branch is/are reversibly connectable to the output interface. The drive assemblies are controllable by the at least one control unit such that the drive assemblies output independently from each other infinitely variable power.

Abstract: A method for operating a vehicle powertrain includes driving first wheels using an electric machine, starting an engine, using a second electric machine driven by the engine to produce synchronous speed at a input of a transmission having a desired gear engaged, engaging a clutch that connects said input and the engine, and using the engine and the transmission to drive second wheels.

Abstract: A hybrid vehicle includes an electric motor with a rotatable rotor. A centrifugally-actuated clutch has a first rotatable member, a second rotatable member, and at least one actuator member attached to the first rotatable member. One of the first rotatable member and the second rotatable member is operatively connected to the wheels. The other of the first rotatable member and the second rotatable member is operatively connected to the rotor. The actuator member is configured to transfer torque between the first rotatable member and the second rotatable member by an amount that decreases due to centrifugal force acting on the actuator member as a rotational speed of the first rotatable member increases. A method of control is also provided.

Abstract: A control apparatus for a motor-assisted bicycle detects a pedaling torque applied to a crankshaft with a pedaling force sensor, controls a motor unit of the motor-assisted bicycle in a regenerative control process to charge a battery if the torque value of the detected pedaling torque is equal to or smaller than a predetermined level, and controls the motor unit in an assistive control process if the torque value is greater than the predetermined level. The control apparatus includes a storage unit for storing an assisted state and a regenerated state in a single event of use of the motor-assisted bicycle by a user, and a control quantity corrector for correcting a control quantity of the assistive control process and a control quantity of the regenerative control process based on the assisted state and the regenerated state which are stored in the storage unit.

Abstract: A method of operating a drive train of a motor vehicle which includes at least an electric machine, as a drive aggregate, and a transmission which is positioned between the drive aggregate and an output, and a starting element positioned between the electric machine and the transmission. For and during the start, an expected drive resistance is calculated and then, if the expected drive resistance is lower than a first threshold value, starting takes place with the starting element engaged via the electric machine from a standstill, and if the expected drive resistance is larger than the first threshold value, starting takes place with the starting element disengaged, the electric machine is operated with a defined machine rotational speed in a rotation speed control mode, and thereafter, the starting element is engaged such that it transfers starting torque which depends on the a driver request.

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: A hybrid vehicle control device is provided with an engine, a motor/generator, a first clutch, an automatic transmission, a second clutch, and a controller having a simultaneous process selection control section. The simultaneous process selection control section performs engine startup control and downshift control in parallel in cases where the torque outputtable by the motor subsequent to downshifting during overlap of an engine startup request and a downshift request is equal to or greater than the engine startup torque, or performs engine startup control first then downshift control in cases where the torque outputtable by the motor subsequent to downshifting is less than the engine startup torque.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, external data are a basis for operating a driveline disconnect clutch. For example, a vehicle destination may be a basis for opening a driveline disconnect clutch and beginning to discharging an energy storage device so that fewer hydrocarbons may be consumed by the vehicle.

Abstract: A hybrid vehicle which runs on power from at least one of an electric motor and an engine. When a required output exceeds a sum of an output of the electric motor which is driven by electric power supplied from a battery and an output of the engine while the hybrid vehicle is running on a drive mode in which at least the engine works as a drive source with a clutch engaged, a transmission ratio changing unit increases a ratio of electrical transmission to mechanical transmission of the output of the engine, and an engaging/disengaging control unit releases the clutch at a time point when the mechanically-transmitted output of the engine becomes 0, with the clutch engaged.

Abstract: The present invention is through an epicyclic gear set and a controllable brake device to structure the clutch function, so as to replace the conventional friction type electromagnetic clutch device, and combined with two or more than two of one or more rotary kinetic power device to constitute a hybrid power train having epicyclic type clutch device.

Abstract: The disclosed vehicle, control method, and program lead to improved fuel consumption, durability, and stability. When the vehicle starts to move, a clutch control performs controls so as to set the clutch to a half clutch state, in which a part of the motive force is transmitted, and thereafter to a connected state, in which the entire motive power is transmitted. When the clutch is the half clutch state, an electric motor control unit controls an electric motor to generate an assist torque when the vehicle starts to move equal to the difference between the torque requested by the driver and the idling torque generated when the engine is idling. The disclosed invention can be applied to hybrid vehicles.

Abstract: A hybrid electric vehicle having a motor and an engine that are selectively connected on a driveline and controlled by a controller. The controller is configured to schedule additional motor torque to compensate for engine inertia drag based upon a clutch pressure value and a clutch slip speed value during a period of clutch engagement. The controller is also configured to maintain vehicle acceleration using a proportional integral controller to adjust the motor torque during a period of clutch engagement.

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 method to determine excessive clutch slippage in a transmission coupled to an engine and an electric machine adapted to selectively transmit power to an output member through selective application of torque-transfer clutches includes monitoring rotational velocities of the electric machine, engine and output member, monitoring a transmission operating range state, determining a clutch slip based upon monitored rotational velocities for one of the torque-transfer clutches intended to be synchronized based upon the transmission operating range state, and indicating a runaway slip event if the clutch slip is in excess of a threshold slip level through a threshold slip duration.

Abstract: A device and a method for generating a vacuum in a brake system of a vehicle equipped with a hybrid drive. The hybrid drive includes an internal combustion engine and at least one electric drive, which is selectively uncoupled from the internal combustion engine with the aid of a clutch. A vacuum pump having an adjustable pumping capacity is mechanically connected to the at least one electric drive.

Abstract: A vehicle control system of the electrically driven vehicle, wherein the engagement element slip process is carried out for the slipping of the transmission engagement element on the basis of the detection by the detecting section; and the control system has a clutch torque control section that is programmed to work as follows: during the engagement element slip process, the target motor/generator torque, which is increased from the drive torque of the motor/generator by a clutch slip accelerating torque portion for accelerating the slipping of the drive transmission engagement element for the drive torque of the motor/generator, is output from the motor/generator. In addition, when the preset slip accelerating torque suppression condition is met, the torque control for decreasing the drive torque of the motor/generator is carried out.

Abstract: A method of operating a double clutch that is actuated by a hydrostatic actuating system having two clutch actuators assigned to two individual clutches and each clutch actuator including a pressure sensor for sensing the operating pressure of the respective clutch actuator, the method having the step of limiting a total actuating force of the double clutch in the event of a fault using the pressure values sensed by the pressure sensors.

Abstract: A method of operating a hybrid vehicle includes disengaging, i.e., turning off, an internal combustion engine when a brake pedal is disposed in a released position, i.e., non-depressed position, an accelerator pedal is disposed in a released position, i.e., non-depressed position, and a forward path of the hybrid vehicle is blocked, thereby conserving fuel. The method includes engaging, i.e., starting, the internal combustion engine when the brake pedal is disposed in the released position, the accelerator pedal is disposed in the released position, and the forward path of the hybrid vehicle is clear, thereby allowing for a quick launch of the vehicle.

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 for controlling a downstream clutch in a vehicle during an upstream torque disturbance includes slipping a downstream clutch by reducing the downstream clutch pressure, varying the downstream clutch pressure to a target threshold to control the slip of the downstream clutch, increasing the downstream clutch pressure to engage the downstream clutch. A vehicle includes a first prime mover, a second prime mover connected to the first prime mover using an upstream clutch, a transmission connected to the second prime mover using a downstream clutch, and a controller connected to the first and second prime movers and the upstream and downstream clutches. The controller is configured to (i) slip the downstream clutch by reducing the pressure, (ii) vary the downstream clutch pressure to a target threshold to control the slip, and (iii) increase the downstream clutch pressure to engage the clutch.

Abstract: A hybrid power output system for outputting the power to the wheel driving shaft, including and engine, a first motor, a second motor, a third motor, a battery, a first clutch, a second clutch, and a third clutch, wherein the first motor and the second motor are connected electrically with the battery, and the third motor is connected electrically with the battery or another battery; the engine is connected to the first motor via the first clutch, and connected to the third motor via the third clutch; the first motor is connected to the second motor via the second clutch, and the second motor is connected to a wheel driving shaft. The hybrid power output system can reduce the response time of the vehicle, perfect power performance, save space, and reduce cost as well.

Abstract: A vehicle driving system control apparatus includes a regeneration control section that performs a regeneration control when a vehicle is decelerated. In the regeneration control, the regeneration control section drives at least one of a first motor generator and a second motor generator with a power of an axle so as to charge a battery with an electric power generated with the at least one of the first motor generator and the second motor generator. The regeneration control section selects a mode of the regeneration control by controlling engagement and disengagement statuses of first to third clutches in correspondence with at least one of a target energy regeneration amount, a required brake torque and a vehicle speed.

Abstract: In line pressure control apparatus and method for a vehicle, a line pressure controller outputs a line pressure command to reduce an indicated pressure toward a required indicated pressure by which a required pressure can be secured and which is lower than an initial stage indicated pressure from the initial stage indicated pressure preset to be higher than the required pressure, while a state of each of an electrically driven oil pump (sub-O/P) and a mechanical oil pump (M-O/P) enters a first region (a) and outputs the line pressure command to hold the indicated pressure at a time point at which the first region is ended, while the state enters a second region (b), when a hydraulic pressure source is transitioned from the electrically driven oil pump to the mechanical oil pump.

Abstract: Several configurations of a hybrid drive train are disclosed using a one-way clutch to prevent reverse power flow from the drive train to a free power turbine. The drive trains are parallel configurations including a generator/motor that can provide a dynamic or regenerative braking capability or a power boost if required. The drive train can be based on a manual or automatic transmission. A dry clutch can be used to engage and disengage the engine from the transmission. A generator/motor can be used to neutralize torque for disengaging the gearing in a transmission or to synchronize the rotational speeds of the gearing for engaging the gearing in a transmission, thus eliminating the need for a dry clutch when a manual transmission is used.

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 Conversion kit apparatus for converting a hydrocarbon fuel drive vehicle into a Hybrid Electric Drive Vehicle is disclosed wherein electric motors, a battery and a Vehicle Control Unit (VCU) are used to replace the mechanical components of a standard hydrocarbon fuel drive vehicle, and wherein these replacement units are within the weight and size constraints of the vehicle to be converted. Also disclosed is a two electric tandem motor apparatus for use in a Hybrid electric drive vehicle. Described is the selective use of two electric machines “coupled” to one another for maximum power or uncoupled for steady state and limited acceleration driving. Also described is the dual nature of the generator portion that can be coupled/uncoupled from the engine but also coupled/uncoupled from the drive motor, as well as used to supply power to auxiliary equipment.

Abstract: In this power transmission control device, an EV travel mode for traveling by using only an electric-motor driving torque in a state in which a clutch torque is maintained to zero, and an EG travel mode for traveling by using the internal-combustion-engine driving torque in a state in which the clutch torque is adjusted to a value larger than zero are selectively realized depending on a travel state. In a state in which the EV travel mode is selected, when it is determined that a vehicle speed is higher than a predetermined speed Vth, “a gear position to be realized” is changed depending on the travel state of the vehicle, and when it is determined that the vehicle speed is equal to or lower than the predetermined speed Vth, “the gear position to be realized” is maintained to a current gear position independently of the travel state of the vehicle.

Abstract: A vehicle control system with a hybrid drive comprising an engine and an electric motor and a plurality of functional components each divided into a strategy sub-component, a control sub-component and an actuator sub-component. The functional components include at least engine, transmission and hybrid functional components. The strategy sub-component (8) of the hybrid functional component (4) comprises an operating status prescription module (17) which reads in a first quantity of data from functional components in order to determine a prescribed value for the operating status of the hybrid drive, processes the read in data in order to produce a second quantity of output variables, and in a second sub-module (29), determines the prescribed value for the operating status of the hybrid drive using the output variables from the first sub-module (27) and with the help of automatic status-determining mechanism.

Abstract: A hybrid driving apparatus includes a diesel engine outfitted with an exhaust brake, and a clutch between the diesel engine and a hybrid motor. The exhaust brake is shiftable between an operational state and a non-operational state, and a switch is operable to change the exhaust brake from the non-operational state to the operational state. The switch is configured to automatically change the exhaust brake which is in the operational state while the vehicle is turned on to the non-operational state when the vehicle is turned off. The clutch is automatically changed from an engaged condition, in which the diesel engine and the hybrid motor are connected, to the disengaged condition, in which the diesel engine and the hybrid motor are disconnected, when the vehicle decelerates while the exhaust brake is in the non-operational state.

Abstract: A vehicle includes a powertrain with an engine, first and second torque machines, and a hybrid transmission. A method for operating the vehicle includes operating the engine in an unfueled state, releasing an off-going clutch which when engaged effects operation of the hybrid transmission in a first continuously variable mode, and applying a friction braking torque to a wheel of the vehicle to compensate for an increase in an output torque of the hybrid transmission resulting from releasing the off-going clutch. Subsequent to releasing the off-going clutch, an oncoming clutch which when engaged effects operation of the hybrid transmission in a second continuously variable mode is synchronized. Subsequent to synchronization of the oncoming clutch, the oncoming clutch is engaged.

Abstract: A motor vehicle control system for controlling a motor vehicle with a hybrid drive comprising an internal combustion engine and an electric motor, with a strategy sub-component, a control sub-component and an actuator sub-component. The functional components include at least an internal combustion engine functional component, a transmission functional component, such that the strategy sub-component (8) of the hybrid functional component (4) comprises an operating status prescription module which determines a prescribed value for the operating status of the hybrid drive and transmits the prescribed value to the control sub-component (9) of the hybrid functional component (4) such that the control sub-component (9) of the hybrid functional component (4) comprises a first module (18) and a second module (23).

Abstract: A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine a type of shift being performed, determine if a first clutch is being applied or released during the shift, determine if a second clutch is being applied or released during the shift, determine an acceleration limit based on the shift being performed and which clutch is being applied and/or released, determine acceleration and speed profiles based on the shift being performed, which clutch is being applied and/or released and the acceleration limit, determine a first electric motor torque and a second electric motor torque based on the acceleration and speed profiles, and set the torques of the first and second electric motors to the determined first and second electric motor torques.

Abstract: An engine stop control system for a hybrid electric vehicle including a powertrain having an engine, an electric motor/generator, and driving wheels, including a first clutch coupling the engine to the motor/generator, a second clutch coupling the motor/generator to the driving wheels, a controller configured to select between two driving modes of the vehicle by controlling engagement and disengagement of the first clutch and the second clutch so that the vehicle may be driven either solely by the motor/generator or a combination of the engine and the motor/generator, and to control the stop position of the engine to be a desired stop position by controlling the rotation speed of the motor/generator while the first clutch in complete engagement and the second clutch in a slip state.

Abstract: A system and method for controlling a power source when a transmission malfunctions in a hybrid vehicle is disclosed. In particular, a control unit confirms a speed of a transmission output is 0 rpms, detects whether the transmission is in park or neutral, and limits a speed of an engine and a motor in response to determining that the transmission is in park or neutral and that the transmission output is 0 rpms.

Abstract: We provide a method for operating a navigation system for a motor vehicle in a road network, and to a navigation system. To this end, first a zone of the road network is provided with an emissions class-dependent drive-through restriction, wherein the motor vehicle is associated with at least one emissions class. First, information about the geographical location of the zone and about the emissions class at least required there is stored in the navigation system. Then, information about the at least one emissions class of the motor vehicle is entered into the navigation system. Thereafter, the information entered is considered in the destination guidance process, wherein destination guidance into or through the zone is avoided if the at least one emissions class of the motor vehicle is affected by emissions class-dependent drive-through restrictions in the zone.

Abstract: A power transmitting apparatus includes a clutch that operates based on pressure of a fed fluid to adjust a mode of power transmission of an engine or/and a motor/generator on a power transmission route, a first driving pump that feeds the fluid to the clutch by being driven in accordance with rotation of the motor/generator, and a second driving pump that feeds the fluid to the clutch by being driven in accordance with electric power, wherein a first engagement unit and a second engagement unit can be caused to engage rapidly or slowly by selecting one of the first driving pump and the second driving pump as a source of the fluid, and when a drive request of the clutch is present and a rotation speed of the motor/generator is lower than a predetermined rotation speed, the first engagement unit and the second engagement unit are caused to engage rapidly by feeding the fluid from the second driving pump.