Abstract: A longitudinally extending extruded aluminum bumper is constructed and used in a bumper assembly to protect a vehicle from impact. The bumper includes a three wall design, formed by an integrally formed top wall and a bottom wall interconnected by a front vertically extending wall. The top and bottom walls have open ends that are spaced relative to one another to form a longitudinally extending, open-ended channel therebetween. Upwardly extending and downwardly extending flanges are integrally formed with front vertically extending wall and the top and bottom walls of the bumper. The extruded bumper can be attached directly to an end of a vehicle. Impact absorption devices can also be inserted into the longitudinally extending channel of the bumper and abut against the front vertical wall. Welds can be provided in a non-planar manner to connect the impact absorption devices to the bumper.

Abstract: A pickup truck rear end assembly is provided. The assembly may include a truck bed, a truck box, and a bumper. The truck box may be mounted to the bed and define a cavity therein. The bumper may define a reservoir, a reservoir inlet port open to the cavity, and a reservoir outlet port accessible from an exterior of the vehicle. The cavity and reservoir may be arranged with one another such that water entering the cavity passes through to the reservoir via the inlet port. The truck bed may define a gutter adjacent to the inlet port and arranged with the inlet port to direct water thereto. A strainer may be disposed within the inlet port. A filter may be disposed between the inlet port and reservoir.

Abstract: An attachment bracket for attaching electrical components is provided in a vehicle. The attachment bracket can have a deformable tab configured to be operatively connected to vehicle structure, such as a floor panel. The deformable tab can include an attachment portion and a connector portion. The attachment portion can have one or more attachment features, such as an aperture, to operatively connect the deformable tab to the vehicle structure. The connector can include different shapes, sizes, and/or configurations to control and/or influence the deformation of the deformable tab under an application of force. The attachment bracket can be used to operatively connect an electrical component to a vehicle structure. For example, the attachment bracket can retain an vehicle airbag ECU to a vehicle floor panel during impacts of the vehicle.

Abstract: A method and system for operating restraint devices in a vehicle during a fast roll event or a slow roll event includes a lateral acceleration sensor and an angular rate sensor. When the angular rate and a vertical acceleration of the vehicle predict a vehicle rollover, the system integrates the lateral acceleration from the lateral acceleration sensor to obtain a roll rate velocity. When the lateral acceleration is greater than a fast lateral acceleration threshold and the roll rate velocity is greater than a fast roll rate velocity threshold, the system provides a fast roll event output. When the lateral acceleration is less than the fast lateral acceleration threshold and greater than a slow lateral acceleration threshold while the roll rate velocity is greater than a slow roll rate velocity threshold, the system provides a slow roll event output. The system operates restraint devices based on the roll event.

Abstract: The present invention relates to a measurement arrangement for detecting an occupancy of a motor vehicle seat arrangement with at least one seat, which comprises a sensor arrangement with at least one sensor (10) for detecting a deformation of a lower side (21) facing away from the seating surface or of a force loading by a lower side (21) facing away from the seating surface of a seat cushion (20) of at least one seat of the motor vehicle seat arrangement, which is fastened on a structural element (40) of the motor vehicle.

Abstract: The present invention provides an occupant classification apparatus for a vehicle. The occupant classification apparatus for a vehicle includes a sensor mat that is mounted on each seat in the vehicle to sense objects disposed on the seats. An impedance measurer is configured to measure a current based on impedance of the object using the sensor mat A controller is configured to analyze the current measured by the impedance measurer and estimate the object that corresponds to the analyzed result.

Abstract: A work vehicle includes a vehicle body frame, a protection frame extending upwards from the vehicle body frame, the protection frame including left and right strut members and an arch member extending between and detachable from the left and right strut members, a support frame provided in the vehicle body frame and configured to support the protection frame to the vehicle body frame, the support frame including a pair of left and right pipe-like supporting portions, each supporting portion being provided under a laterally outward tilted orientation with an upper portion of the supporting member being positioned on more laterally outer side of a vehicle body and being configured to removably support the strut member, and a connection tool configured to non-removably connect the left and right strut members to the left and right supporting portions.

Abstract: A steering column system of a vehicle includes: a rotatable, hollow steering shaft that has a proximal end attached to a steering wheel and is configured to transfer rotational input at the steering wheel to a steering rack of the vehicle; a stationary driver-side airbag (DAB) shaft that is surrounded by the steering shaft and extends along the steering shaft; and a DAB module that contains an airbag and is fixedly mounted to a proximal end of the DAB shaft within a region of the steering wheel. The airbag contained in the DAB module is formed to have a substantially circular center chamber and a pair of side extension chambers, one of the side extension chambers disposed on a right side of the center chamber, and the other of the side extension chambers disposed on a left side of the center chamber.

Abstract: A steering wheel of a vehicle includes a steering wheel armature made of metal, a steering wheel rear cover made of plastic, and an airbag module. The steering wheel rear cover is located on a bottom of the steering wheel armature and the airbag module is mounted above the steering wheel armature. An ? spring assembles the airbag module onto the armature. At least a supporting rib extends from the steering wheel rear cover and is located between the ? spring and the steering wheel armature for supporting the ? spring. The supporting rib erases a gap between the ? spring and the steering wheel armature and it is formed by plastic, thereby reducing noise efficiently.

Abstract: An airbag device comprises a mounting plate and a retaining member, the mounting plate includes a housing portion which houses therein a part of an inflator, the retaining member includes a fixing portion fixed to the mounting plate at a location that is radially outward relative to the side surface of the inflator, a leg portion which has a first end portion provided continuously with the fixing portion, and extends from the first end portion toward the top surface of the inflator in the center axis direction, and an arm portion extending radially inward relative to the side surface from the second end portion of the leg portion, and the retaining member is in contact with a part of the inflator and is elastically deformed to retain the inflator in the housing portion, in a state in which the fixing portion is fixed to the mounting plate.

Abstract: A curtain airbag for a vehicle is provided. The curtain airbag includes a rear panel positioned toward a window of a vehicle, a front panel that longitudinally extends to have a length greater than a length of the rear panel, and the front panel is configured to interiorly fold and protrude a length the front panel exceeds the rear panel. An outer sewing line couples a boundary of the front panel and a boundary of the rear panel together while a protruded portion of the front panel folds in a backward orientation.

Abstract: According to a passenger airbag apparatus according to an exemplary embodiment of the present invention, a left chamber portion and a right chamber portion protrude forward at a front side of an airbag so as to be spaced apart from each other in a left and right direction, and a groove tether pulls the front side of the airbag between the left chamber portion and the right chamber portion, and as a result, a groove is formed at the front side of the airbag between the left chamber portion and the right chamber portion.

Abstract: The present invention provides a gas generator including a combustion chamber cup which is disposed in the housing provided with a gas discharge port and includes a combination of a cup member and a cylindrical member, a combustion chamber being separated by the combustion chamber cup into an inner combustion chamber and an outer combustion chamber, the cup member having, in a circumferential wall surface thereof, a dropout-preventing slit formed in an axial direction from a first end on the side of a bottom surface to a second end on the side of an opening and a plurality of through holes formed in a circumferential direction, the cylindrical member having a first end opening fixed to a bottom plate of the housing and a protrusion protruding radially outward in a circumferential wall surface thereof, the cup member covering a second end opening of the cylindrical member, and the bottom surface of the cup member being positioned on the side of a top plate of the housing, the plurality of the through holes bei

Abstract: The invention relates to a pyrotechnical actuator for a vehicle safety system comprising a cylinder (10) and a hollow piston (20) being displaceable relative to each other from an idle state to an activated state, wherein an igniter unit (30) being tightly connected to the hollow piston (20) is arranged inside the hollow piston (20). The invention excels by the fact that in the idle state the hollow piston (20) is received in the cylinder (10) and in the activated state it protrudes at least partially from the cylinder (10) so that the actuator has a larger total length in the activated state than in the idle state. The invention further relates to an actuator and a vehicle safety system comprising such actuator as well as to an actuating method.

Abstract: The invention relates to a hybrid inflator (10) includes at least one combustion chamber (15) in which propellant charge is arranged and which has a discharge end (20), the propellant charge being formed of at least one propellant element (26), at least one igniting unit (12) by which the propellant charge can be ignited. The hybrid inflator (10) also includes at least one bursting element (14, 14?, 14?) which in the inactivated state of the hybrid inflator (10) delimits the combustion chamber (15) against a gas supply chamber (16) at the discharge end (20). The bursting element (14, 14?, 14?) and a restraint element (18, 18?, 18?) maintain the propellant charge in its position and/or the bursting element (14, 14?, 14?) and the propellant charge delimit a shock gas volume (SGV), wherein in the activated state of the hybrid inflator (10) the shock gas volume (SGV) acts on the bursting element (14, 14?, 14?) like a gas pressure spring.

Abstract: The present disclosure provides a wireless communications system for a fleet of automotive vehicle comprising: a server in communication with a wireless wide area network and including a database; a fob including a memory storing a unique fob identifier, the fob in communication with a wireless local area network; and a control unit in the automotive vehicle including a memory storing a vehicle identifier. The control unit is in communication with the server via the wireless wide area network and with the fob via the wireless local area network, wherein the server stores data correlating the fob identifier to the vehicle identifier in the database, and when the fob transmits a communication to the vehicle through the local area network the vehicle accesses the database to validate the key fob.

Abstract: The invention relates to an assembly module (20) for a motor vehicle (1), said assembly module having an optical sensor system (30) which is suitable a) for monitoring an activation region (22) outside of the motor vehicle (1) during an activation duration in order to identify a user's intention in the activation region (22), b) for providing a working signal in the case that a user's intention has been identified. According to the invention, auxiliary means (31, 43, 45, 80) are provided which help the user (10) to make the user's intention in the activation region (22, 28) known so that the working signal can be provided.

Abstract: The invention relates to an assembly module (20) for a motor vehicle (1), comprising an optical sensor system (30) which can be used a) to monitor a detection area (150) on the outside of the motor vehicle (1) in order to determine the proximity of a user (10), b) to measure the distance to the user (10) within the detection area (150) and c) to release a signal for carrying out an action on the motor vehicle (1) in the event a user (10) is detected in a predefined actuation area (180) within the detection area (150).

Abstract: The invention relates to an assembly module (20) for a motor vehicle (1), comprising an optical sensor system (30) which is suitable a) for monitoring a detection area (21) located outside of the vehicle (1), b) if a user (10) is detected in the detection area (21), for triggering a signal to commence an authentication check between an ID transponder (13) and the motor vehicle (1), c) for monitoring an actuation area (22) which is located outside of the vehicle (1) and which is different from the detection area (21), d) if a user (10) is detected in the actuation area (22), for providing a working signal for the vehicle (1), wherein an emergency actuation means (90) is provided for additionally triggering the working signal, which emergency actuation means is suitable e) for providing a working signal for the vehicle (1) via an activation of the emergency actuation means (90) by a body part (11, 12) of the user (10).

Abstract: The invention relates to an emblem (80) for a motor vehicle (1), comprising an optical sensor system (30) which is suitable for a) monitoring a detection region (21) lying outside of the motor vehicle (1), b) triggering a signal for starting an authentication check between an ID transmitter (13) and the motor vehicle (1) in the event that a user (10) is detected in the detection region (21), c) monitoring an actuation region (22) which lies outside of the motor vehicle (1) and which differs from the detection region (21), and d) providing an operating signal for the motor vehicle (1) in the event that a user (10) is detected in the actuation region (22).

Abstract: The invention concerns a method (70) for preparing an operating signal for a motor vehicle (1), the method involving the following steps: (a) obtaining a signal indicating that an authorized user (10) has been authenticated; (b) monitoring an actuating region (22) located outside the motor vehicle (1) by means of an optical sensor system (30); (c) measuring a distance (a) between an object (18) in the actuating region (22) and an optical sensor (50) by means of the optical sensor system (30); (d) comparing the distance (a) with a default by means of the optical sensor system (30); and (e) preparing an operating signal if the default is satisfied.

Abstract: The invention relates to an assembly module (20) for a motor vehicle, comprising an optical sensor system (30), which can be used to a) monitor a detection area (21) on the outside of the motor vehicle (1) in order to determine the proximity of a user (10), b) in the event a user (10) is detected in the detection area (21), a signal for starting an authentication test between an ID transmitter (13) and an access control system (14) of the motor vehicle (1) is triggered.

Abstract: A washer nozzle for a vehicle is provided. The washer nozzle improves an ejection disorder due to external freezing of a washer ejection port that ejects washer fluid. The washer nozzle, removes ice and foreign substances frozen onto the surface of a washer ejection port by utilizing an ultrasonic vibration generated by an ultrasonic transducer disposed within an interior of the washer nozzle. The washer nozzle includes a nozzle cover with washer ejection ports and a nozzle body with washer fluid passages. The ultrasonic transducer is configured to generate an ultrasonic vibration disposed within the nozzle body. The ultrasonic transducer disposed beneath the lower portion of the washer ejection ports is configured to provide ultrasonic vibration toward the washer ejection ports.

Abstract: A washer-integrated type wiper apparatus is provided. The washer-integrated type wiper apparatus includes a nozzle cover that is coupled to one side of a bending component of a retainer to support a wiper blade and a hose module that extends in the longitudinal direction in the interior of the retainer and is positioned in the interior of the nozzle cover and is connected to a washer liquid storing tank. Further, a main nozzle is connected in the interior of the nozzle cover to the hose module and is formed to expose a plurality of spray ports to the outside of the nozzle cover and is configured to spray the washer liquid supplied from the washer liquid storing tank through the spray ports. A heater module is installed in the heating area.

Abstract: An emergency braking system is provided and brakes a vehicle by more efficiently predicting forward collision. The emergency braking system includes an imaging device that identifies a forward obstacle and a sensor that senses an external environment and a driving state of a vehicle. A controller determines a road on which the vehicle is driven, determines a current driving environment case among a plurality of driving environment cases, using external environment information and road information and learns a driving pattern for the current driving environment case, using obstacle information and driving state information. Additionally, the controller variably adjusts warning and braking intervention timings using the learned driving pattern according to the driving environment cases.

Abstract: A vehicle parking brake system includes a power bridge. The power bridge is electrically connected to a primary power source and to a secondary power source. The power bridge has a first condition in which the primary power source is active in which the primary source is electrically connected to a parking brake actuator. The power bridge has a second condition in which the primary power source is not active in which the secondary power source is electrically connected to the parking brake.

Abstract: A vehicle stop maintaining system comprises an automatic transmission, an automatic stop-restart mechanism for automatically stopping and restarting an engine, a foot brake mechanism for braking vehicle wheels through hydraulic brake mechanisms, a brake force control mechanism having a pressurizer that increases hydraulic brake pressure applied to the hydraulic brake mechanisms, and for braking the wheels by controlling the pressurizer independently from brake pedal depression, a controller configured to maintain a vehicle stopped state by operating the automatic stop-restart mechanism to stop the engine and operating the brake force control mechanism to keep initial hydraulic brake pressure according to the brake pedal depression, and a drive force state determining module for determining a drive force stabilized timing.

Abstract: A method for controlling braking of a vehicle is configured to prevent a jerk which occurs when a driver removes his or her foot from a brake pedal when the vehicle is parked or stopped using a parking gear. The method is carried out such that a constant braking force is transferred to front and rear wheels, and braking pressure is gradually removed by using Electronic Stability Control (ESC) in consideration of a longitudinal direction acceleration in a state where the vehicle is parked or stopped.

Abstract: A hydraulic booster brake system is provided. The system includes a pedal simulator capable of achieving an enhancement in backup braking performance and in design freedom of the pedal simulator. The system includes a main master cylinder that is connected to a brake pedal while being connected to the pedal simulator via the pedal-side hydraulic line, and a sub master cylinder that is connected to the brake pedal while being connected to the pedal simulator and a fluid reservoir via the pedal-side hydraulic line. A first simulator valve is installed at a portion of the pedal-side hydraulic line between the main master cylinder and the pedal simulator. A second simulator valve is installed at a portion of the pedal-side hydraulic line between the sub master cylinder and the fluid reservoir.

Abstract: A pressure generating apparatus for a braking system of a motor vehicle, a flange embodied on a second housing component adjacent to a first housing component, which flange is congruent with a flange-shaped portion of the first housing component, is mounted on the flange-shaped portion of the first housing component, and the second housing component completely surrounds a transmission gear set of the first housing component. Also described is a hydraulic assemblage for interacting with the pressure generating apparatus, to a braking system for a motor vehicle, and to a method for installing a braking system for a motor vehicle.

Abstract: This brake device system includes a plurality of brake devices mounted to a vehicle, each brake device including a brake rotor, a friction pad, friction pad driving assembly, and a control device. The control device is provided with: braking/stoppage determination section configured to cause the friction pad to come into contact with the brake rotor of each brake device, and determine whether or not the vehicle is braking or being kept stopped; and heat conduction suppressing section configured to, when the braking/stoppage determination section has determined that the vehicle is braking or being kept stopped, reduce the braking force of a part of the plurality of brake devices, thereby to reduce heat conductivity of brake friction heat to the friction pad driving assembly.

Abstract: A brake negative pressure control device for a vehicle includes an ECU. The ECU is configured to (i) control a first fuel injection valve and a second fuel injection valve, when the ECU determines that a negative pressure in a negative pressure chamber is insufficient, such that a ratio of a fuel injection amount by the first fuel injection valve is decreased and a ratio of a fuel injection amount by the second fuel injection valve is increased; and (ii) control an opening degree of the throttle valve, when the ECU determines that the negative pressure in the negative pressure chamber is insufficient, such that the opening degree of the throttle valve at the time when the ECU determines that the negative pressure is insufficient is smaller than an opening degree of the throttle valve at the time when the ECU determines that the negative pressure is not insufficient.

Abstract: An abnormal detecting system for a pneumatic brake includes a pedal stroke sensor, a front chamber pressure sensor, a rear chamber pressure sensor, a storage unit pressure sensor, a parking brake switch and an abnormal detecting circuit. A pedal stroke signal, a front chamber pressure signal, a rear chamber pressure signal, an air storage unit pressure and a parking brake control signal are output. The abnormal detecting circuit receives the pedal stroke signal, the front chamber pressure signal, the rear chamber pressure signal, the air storage unit pressure signal and the parking brake control signal. The abnormal detecting circuit compares the pedal stroke signal with the front chamber pressure signal or the rear chamber pressure signal and then outputs a first abnormal signal; and the abnormal detecting circuit compares the parking brake control signal and then outputs a second abnormal signal.

Abstract: A control apparatus of a hybrid vehicle having an electric oil pump includes an engine clutch selectively engaging an engine and a drive motor; an automatic transmission changing a power generated from the engine by engagement and releasing of a friction element into a required torque depending on a speed; a hydraulic pressure sensor sensing an oil pressure supplied to the engine clutch; a temperature sensor sensing an oil temperature discharged from the electric oil pump; a hybrid control unit (HCU) controlling the electric oil pump to selectively engage the engine clutch depending on a driving state; and a transmission control unit (TCU) controlling the electric oil pump to supply transmission control pressure to the friction element. The electric oil pump includes an oil motor and a pump to supply the operating hydraulic pressure to the engine clutch and the friction element.

Abstract: A method for preventing engine clutch hazard of a hybrid vehicle includes: transmitting, by a safety module of a controller, a signal which instructs an engine clutch to be engaged or released to a safety module of an actuator that drives the engine clutch that connects an engine with a motor or disconnects the engine from the motor; and controlling, by the safety module of the actuator, the engine clutch to perform a normal operation based on the signal.

Abstract: An apparatus for controlling a transmission system of a hybrid electric vehicle may include: a planetary gear set disposed on an input shaft; two input gears connected to rotation elements of a sun gear, a ring gear and a planet carrier of the planetary gear set; first and second motor/generators disposed on an intermediate shaft and a connecting shaft disposed in parallel with the input shaft; two intermediate gears connected respectively to a rotor of the first and second motor/generators; a brake selectively braking the rotor of the first motor/generator; two output gears; a hydraulic pump; and a controller. The controller performs a hydraulic pressure control for the brake through the hydraulic pump to lock up the brake when a conversion condition is satisfied, and a reaction force control for the sun gear when a driving mode is converted from a power split mode to an engine coupling mode.

Abstract: During an upshift of an mechanical speed change mechanism, electric power generated by a first motor is reduced by a given electric power, from a start point of an inertia phase, such that an absolute value of the first motor torque is reduced, and an AT input rotational speed becomes more likely to be reduced. Thus, the upshift of the mechanical speed change mechanism is made more likely to proceed, and variation of drive torque is suppressed.

Abstract: A vehicle control apparatus is provided with: a first controlling device that controls an internal combustion engine to switch an air fuel ratio after an air intake quantity of the internal combustion engine increases to a first predetermined quantity in switching the internal combustion engine from a first combustion mode to a second combustion mode, the air fuel ratio in the second combustion mode being larger than that in the first combustion mode; and a second controlling device that controls the internal combustion engine to perform a suppression operation for suppressing a decrease of a rotation number of the internal combustion engine during at least one portion of a predetermined period at which the air intake quantity increases due to the switching from the first combustion mode to the second combustion mode.

Abstract: The present disclosure relates to an apparatus and a method for active vibration control of a hybrid electric vehicle.

Abstract: The present disclosure provides an apparatus and a method for active vibration control of a hybrid electric vehicle. In particular, the method may include: detecting an engine speed or a motor speed; selecting a reference angle signal based on the detected; setting up a period of a fast Fourier transform (FFT) and performing FFT of the engine speed or the motor speed for the period of the FFT from the reference angle signal; setting up a reference spectrum; extracting vibration components based on the reference spectrum; summing vibration components to be removed based on the frequencies and performing inverse FFT; determining a basic amplitude ratio based on the engine speed and an engine load and an adjustable ratio based on a SOC; and performing active vibration control of each frequency based on the the basic amplitude ratio, the adjustable ratio and the engine torque.

Abstract: The present disclosure relates to active vibration control of a hybrid electric vehicle. One form provides a method that may include setting up a period of fast Fourier transform (FFT) and performing FFT of an engine speed or a motor speed corresponding to the period of the FFT from a reference angle signal; setting up a reference spectrum; extracting vibration components to be removed based on information of the reference spectrum; selecting and adding a removal object frequency from the vibration of each frequency and performing inverse FFT; determining a basic amplitude ratio according to the engine speed and the engine load; determining an adjustable rate which decreases an anti-phase torque as a change amount of the engine speed is decreased; and performing active vibration control of each frequency based on the information of the basic amplitude ratio, the adjustable rate, and the engine torque.

Abstract: A method for active vibration control of a hybrid electric vehicle may include: determining by a controller whether a driving mode enters an idle region based on a motor speed or an engine speed; selecting a reference angle signal based on position information of a motor or an engine when the driving mode enters the idle region; setting up a period of fast Fourier transform (FFT) and performing FFT of the engine speed or the motor speed corresponding to the period of the FFT from the reference angle signal; setting up a reference spectrum according to the engine speed and an engine load; extracting vibration components based on the reference spectrum; summing vibration components according to frequencies and performing inverse FFT; determining an amplitude ratio according to the engine speed and the engine load; and performing active vibration control of each frequency based on the amplitude ratio and motor torque.

Abstract: The present disclosure relates to an apparatus and a method for active vibration control of a hybrid electric vehicle.

Abstract: A driving force control system for a hybrid vehicle is provided to reduce frequency of engagement and disengagement of engagement devices involved in a shifting operation to a hybrid mode. A controller is configured: to determine whether or not the engine is required to be started; to determine an operating mode to be established after starting the engine; to engage at least one of the first engagement device and the second engagement device to achieve the determined operating mode; and to start the engine while engaging said one of the first engagement device and the second engagement device.

Abstract: A method and an apparatus for controlling a hybrid electric vehicle including a dual clutch transmission are provided. The method for controlling a hybrid electric vehicle including a dual clutch transmission may include: determining whether an engine start condition is satisfied in a state in which an engine is stopped; determining whether a kick-down shift condition is satisfied when the engine start condition is satisfied; connecting a speed gear corresponding to a target gear stage to an output shaft corresponding to the target gear stage when the kick-down shift condition is satisfied; determining whether a lock-up condition of an engine clutch is satisfied when the engine start condition is satisfied; locking up the engine clutch when the lock-up condition of the engine clutch is satisfied; and locking up a shift clutch corresponding to the target gear stage when the engine clutch is locked up.

Abstract: A method and an apparatus for controlling a hybrid electric vehicle are provided. The method includes: determining whether a coasting condition is satisfied and whether a current gear stage is greater than or equal to a predetermined gear stage; determining whether a brake pedal is pushed when the coasting condition is satisfied and the current gear stage is greater than or equal to the predetermined gear stage; determining whether deceleration of the hybrid electric vehicle is less than a predetermined deceleration when the brake pedal is pushed; connecting a speed gear to an output shaft when the deceleration of the hybrid electric vehicle is less than the predetermined deceleration; determining whether a shift condition before stopping from a current gear stage to a target gear stage is satisfied; and locking up a shift clutch when the shift condition before stopping is satisfied.

Abstract: A control system of a power transmission system of a vehicle is provided. The power transmission system includes an electric motor for running the vehicle, and a mechanical speed change mechanism. The control system includes an electronic control unit. The electronic control unit is configured to: perform regeneration control of the electric motor for running the vehicle during coasting of the vehicle, such that regenerative torque of the electric motor for running the vehicle provides regenerative torque produced according to braking operation; perform shift control of the mechanical speed change mechanism according to a predetermined relationship; determine whether a rate of change of the regenerative torque is within a predetermined range; and when a downshift of the mechanical speed change mechanism is determined during coasting, execute the downshift under a condition that the rate of change of the regenerative torque is within the predetermined range.

Abstract: A fuel pump system of a hybrid vehicle is provided. The fuel pump system prevents a fuel pump from continuing to operate when fuel is exhausted, whereby the fuel pump may be damaged. The pressure of fuel is measured in response to exhaustion of fuel, and when the pressure of fuel is low, fuel is circulated within the fuel pump instead of being supplied to the engine side, thereby preventing the fuel pump from being stuck due to frictional heat.

Abstract: A method for learning an engine clutch kiss point of a hybrid vehicle includes: controlling, by a controller, an engine clutch which connects an engine with a motor or disconnects the engine from the motor so that the engine clutch is engaged after the controller checks stop of the engine and of the motor and stabilization operation for a hydraulic pressure line of the engine clutch is performed; controlling the motor to have a certain speed after the stabilization operation; controlling the engine clutch to be engaged after speed of the motor is stabilized; determining whether torque variation of the motor when the engine clutch is engaged is equal to or greater than a threshold value; and determining a hydraulic pressure at which the torque variation is the threshold value as the kiss point of the engine clutch.

Abstract: A method for controlling a belt connecting an engine and a hybrid integrated starter and generator (HSG) of a hybrid vehicle includes steps of: driving an engine of the hybrid vehicle; detecting a rotational speed of the engine and a rotational speed of the HSG; and controlling a tension of the belt connecting the engine and the HSG by using the rotational speed of the engine and the rotational speed of the HSG.