Abstract: Provided is a method to control a hybrid powertrain to achieve reverse drive, comprising an internal combustion engine, a gearbox with input output shafts; a first planetary gear connected to the input shaft and a second planetary gear; first and second electrical machines respectively connected to the first and second planetary gears; gear pair connected with the first planetary gear and the output shaft and one gear pair connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft.

Abstract: A power transmission apparatus has a power distribution mechanism which is connected to an engine and a first motor-generator an in which at least three rotation elements enable to rotate in differential motions to one another, a power combining mechanism which is connected to the power distribution mechanism, a second motor-generator and an output shaft and in which four rotation elements enable to rotate in differential motions to one another, a brake mechanism which enables to selectively fix a rotation element of the power combining mechanism and a brake mechanism which enables to selectively fix a rotation element of the power combining mechanism which is connected to the engine.

Abstract: When a hybrid vehicle slides down during a predetermined drive of the hybrid vehicle with disconnection of a first motor and a second motor from a power storage device by a relay, the hybrid vehicle controls the second motor, such that a torque in a direction according to a shift position is output from the second motor by regenerative drive of the second motor and controls the first motor, such that electric power generated by regenerative drive of the second motor is consumed by driving the first motor.

Abstract: When an accelerator is turned on in a braking state in which the accelerator is turned off during predetermined traveling and a braking torque is output from a first motor to a drive shaft via a planetary gear set with negative rotation of the first motor and with a counter electromotive voltage of the first motor higher than a voltage of power lines on a high voltage side, a step-up and step-down converter and an engine are controlled such that a voltage of the power lines on the high voltage side increases and a rotation speed of the first motor increases in comparison with a case in which the accelerator is turned off.

Abstract: A shift control device is configured to control switching between shift stages in a multi-stage automatic transmission such that a gear ratio selected at a predetermined vehicle speed and selected in a regenerative traveling mode that is a boundary region with respect to an EV traveling mode becomes greater than a gear ratio selected at the predetermined vehicle speed and selected in an HV traveling mode that is a boundary region with respect to the EV traveling mode, and is configured to control the switching between the shift stages such that a gear ratio of a shift stage selected when the traveling mode is switched from the regenerative traveling mode to the EV traveling mode is greater than a gear ratio of a shift stage selected when the traveling mode is switched from the HV traveling mode to the EV traveling mode under the same vehicle speed and parameter.

Abstract: A drive device for a motor vehicle, having at least one first drive assembly, at least one second drive assembly, as well as a differential gearing. An input shaft of the differential gearing can be operatively connected to a drive shaft of the first drive assembly by way of a first gear train and to a drive shaft of the second drive assembly. The drive shaft of the second drive assembly is arranged at an offset relative to an intermediate shaft which is coaxial to the drive shaft of the first drive assembly, and is operatively connected by way of a second gear train to the intermediate shaft, and also by way of the intermediate shaft to the differential gearing.

Abstract: The energization control apparatus can select a supercharging mode in which the energization control apparatus controls energization to an electric compressor so as to rotate the electric compressor to supercharge an intake air and an electric power consumption mode in which the energization control apparatus controls the energization to the electric compressor so as to deteriorate efficiency of a motor of the electric compressor than the supercharging mode to increase electric power consumption of the electric compressor. The energization control apparatus supplies regenerated electric power to the electric compressor and control the energization to the electric compressor with the electric power consumption mode when regenerative braking is performed by a generator and regenerated electric power for obtaining demand regenerative braking force is more than an input limiting level of a battery.

Abstract: A control system for a vehicle having an electric motor for providing drive torque to at least one wheel of the vehicle, an internal combustion engine for providing drive torque to at least one wheel of the vehicle, a manual transmission unit having a user selectable gear ratio that includes at least one user selectable forward gear and/or reverse gear, and a clutch actuator, the control system comprising a controller arranged to have three user selectable modes of operation, wherein in a first mode of operation the controller is arranged to allow the clutch actuator to engage and disengage the internal combustion engine from the manual transmission unit based upon a user selection, wherein when the clutch actuator is arranged to engage the internal combustion engine with the manual transmission unit, torque generated by the internal combustion engine is applied to the at least one wheel, and the electric motor is arranged to provide drive torque to the at least one wheel of the vehicle based on whether the u

Abstract: A method for controlling a car with a parallel hybrid system comprising at least a combustion engine and an electrical machine in P0- or P1-configuration, with a clutch for connecting the combustion engine's output shaft with at least one drive shaft. Steps include determining a power demand Pd, and decoupling the combustion engine from the drive shaft if the power demand Pd is below a first threshold P1. Coupling the combustion engine with the drive shaft when the power demand Pd is above the first threshold P1 provides additional fuel savings when the method further comprises shutting off the combustion engine and providing power to the drive shaft by providing electrical power to the electrical machine to drive the car, when the power demand Pd is between the first threshold P1 and a second threshold P2. The second threshold P2 is greater than the first threshold P1, i.e. if P1<Pd<P2.

Abstract: A hybrid transmission is for a motor vehicle provided with a heat engine and a main drive electric machine. The transmission includes two concentric input shafts connected to a crankshaft of the heat engine and to the electric machine with no disconnect clutch, an output shaft connected to wheels of the vehicle by a differential, and a shaft for transferring movement from an input shaft to the output shaft and for coupling the input shafts. The electric machine is arranged at the end opposite the input shafts relative to the heat engine.

Abstract: A system for regenerating an emissions particulate filter that filters particulates from exhaust generated by an engine of a vehicle. The system includes an electric heater and a generator. The electric heater heats the emissions particulate filter to burn off exhaust particulates that have accumulated on the emissions particulate filter. The generator converts kinetic energy of the vehicle into electricity during regenerative braking of the vehicle. Electricity generated by the generator powers the electric heater. Energy used to power the electric heater can also come from engine load shifting.

Abstract: A hybrid vehicle is equipped with a drive unit, and an automatic transmission. The automatic transmission includes engagement elements that can transmit power between the drive unit and driving wheels. The drive unit includes an engine, a first motor generator, a second motor generator, and a planetary gear mechanism. The hybrid vehicle is further equipped with a mechanical oil pump and an electrical oil pump, and a controller. The controller continues operating the electrical oil pump while the internal combustion engine is not in operation after the internal combustion engine is stopped as a result of a system stop operation by a user while the vehicle is running at a vehicle speed equal to or higher than a predetermined value.

Abstract: A number of variations may include a motor/energy generator and energy storage device combination.

Abstract: An electric oil pump control method for operating a transmission of a hybrid vehicle which is driven by a first motor, a second motor, and an engine is provided. The method includes determining a number of revolutions of a low-pressure pump of an electric oil pump based on lubrication flow amount of the first motor, lubrication flow amount of the second motor, cooling flow amount of the first motor, and cooling flow amount of the second motor and determining a number of revolutions of a high-pressure pump of the electric oil pump based on control flow amount of a clutch of the transmission and lubrication flow amount of a rotation driver included in the transmission. A maximum value is determined of the determined number of revolutions of the low-pressure pump and the determined number of revolutions of the high-pressure pump as a number of revolutions of the electric oil pump.

Abstract: The invention relates to a method for increasing the availability of a hybrid separating clutch in a hybrid drive train of a motor vehicle, wherein the hybrid separating clutch is disposed between an internal combustion engine and an electric traction drive. In the method where even in the event of a fault the motor vehicle continues to be driven, the hybrid separating clutch is controlled by a hydrostatic actuator, and when a malfunction of the hydrostatic actuator is detected, for actuation of the hybrid separating clutch which is engaged in the non-actuated state, the last state of the hydrostatic actuator detected by a control mechanism is used for estimation of a minimum clutch torque which can be transmitted.

Abstract: An electronic control unit executes control such that a ratio of driving force output from a second motor in requested driving force when a hybrid vehicle travels in a charge depleting mode becomes larger than the ratio when the hybrid vehicle travels in a charge sustaining mode switched from the charge depleting mode by a mode selector switch. As a result, it becomes possible to suppress overheating of the second motor while cooling a first motor. When the mode selector switch is operated to select the charge depleting mode again, the second motor has already been cooled, so that performance of the second motor can sufficiently be demonstrated without a driving restriction due to overheating being imposed thereon. And, it becomes possible to suppress overheating of the second motor while achieving enhanced energy efficiency of the vehicle.

Abstract: A power transmission system for a vehicle and a vehicle including the same are provided.

Abstract: A vehicle control apparatus includes: a transmission shifting control portion configured to implement a shifting action of a step-variable transmission by controlling a releasing coupling device and an engaging coupling device; a hybrid control portion configured to control an output torque of a first motor/generator and an output torque of a second motor/generator, based on an output torque of an engine and a transmitted torque to be transmitted through an initiative coupling device, such that a rotational acceleration value of the second motor/generator and a rotational acceleration value of the engine are changed along respective target trajectories during the shifting action; and a target-trajectory setting portion configured to set the target trajectories, based on a maximum charging amount of an electric power that is chargeable to an electric power storage device and a maximum discharging amount of the electric power that is dischargeable from the electric power storage device.

Abstract: An automatic transmission includes a main shaft, a counter shaft, a transmission mechanism capable of establishing a plurality of gear ranges by switching a transmission path of a driving force transmitted from the main shaft to the counter shaft by a combination of engagement and release of a plurality of engaging mechanisms, a determination unit configured to determine whether the transmission mechanism is switching the gear range, and a switching unit configured to switch information of a moment of inertia about the main shaft, which is used for control, between first information during establishment of the gear range and second information during switching of the gear range based on a determination result of the determination unit.

Abstract: A hybrid vehicle is provided. The hybrid vehicle includes an acceleration pedal, an engine configured to generate an engine torque based on a position of the acceleration pedal, an electronic control unit communicatively coupled to the engine and configured to calculate a target torque based on the position of the acceleration pedal, and estimate a motor-generated (MG)-assist torque based on difference between the target torque and the engine torque, a motor generator communicatively coupled to the electronic control unit and configured to generate the estimated MG-assist torque, and a power distribution unit configured to deliver the generated MG-assist torque combined with the engine torque to one or more wheels.

Abstract: Disclosed is a method for control of a vehicle with a drive system comprising a planetary gear and a first and second electrical machine, connected with their rotors to the components of the planetary gear, a braking of the vehicle towards stop occurs by way of a distribution of the desired braking torque between the first and the second electrical machines, and wherein such electrical machines are controlled to transmit a total torque to an output shaft of the planetary gear, which corresponds to the desired braking torque at least to one predetermined low speed limit, before the vehicle stops.

Abstract: A vehicle control system to prevent a shortage of a braking force when temporarily stopping a vehicle during autonomous operation. The vehicle control system comprises: a prime mover; a drive wheel; a brake device that applies a brake torque to the drive wheel; an interrupting device that selectively allows a torque transmission the prime mover and the drive wheel; and a controller that operates a vehicle autonomously. The controller is configured to: detect a stop point; stop the vehicle temporarily at the stop point; disengage the interrupting device; and engages the interrupting device after confirming safety condition.

Abstract: An automatic transmission includes first shaft, second shaft, four planetary gear sets, and six shift elements for forming different gear ratios between the first and second shafts. The first, third and fourth planetary gear sets are negative planetary gear sets and the second planetary gear set is a positive planetary gear set. The planetary gear carriers of the first, second, and fourth planetary gear sets are connected and form the first shaft. The planetary gear carrier of the third planetary gear set forms the second shaft. First shift element is between a third shaft and the housing; second shift element is between a fourth shaft and the housing; third shift element is between second and eighth rotatable shafts; fourth shift element is between fourth and sixth rotatable shafts; fifth shift element is between fifth and seventh rotatable shafts; and sixth shift element is between sixth and the seventh rotatable shafts.

Abstract: A hybrid vehicle comprises an engine configured to output power for driving and equipped with an exhaust emission control device in an exhaust system thereof. The hybrid vehicle further comprises a control device. In response to a predetermined rotation request for rotating the engine with no need to output power from the engine, the control device performs a control to rotate the engine with fuel injection when a catalyst temperature in the exhaust emission control device is equal to or higher than a predetermined temperature, while performing a control to rotate the engine without the fuel injection when the catalyst temperature is lower than the predetermined temperature.

Abstract: A lubricating oil temperature sensor to detect a temperature of a lubricating oil is provided in a lubricating oil passage in a speed reducer, a coil temperature sensor to detect a temperature of a motor coil is provided in a stator of an electric motor, and a rotation speed detection sensor to detect a rotation speed of the electric motor is provided. A control device includes: an abnormality detector to detect an abnormality in the lubricating oil temperature sensor; and a lubricating oil temperature estimator to estimate the temperature of the lubricating oil on the basis of a determined relationship using the temperature detected by the coil temperature sensor and the rotation speed detected by the rotation speed detection sensor, when the abnormality detector detects the abnormality in the lubricating oil temperature sensor.

Abstract: A vehicle powertrain includes a controller, a torque converter, and an engine and electric machine coupled by a clutch. The torque converter may be configured to couple the electric machine to an output shaft. The controller may be programed to generate a command for the electric machine to output torque to drive the torque converter toward a desired rotational speed, and to modify the command according to a difference between the desired rotational speed and an actual rotational speed to reduce the difference, wherein values of the difference are limited by thresholds that change with powertrain operation.

Abstract: A power system includes an engine, a driveshaft, and an energy storage system having a flywheel. The energy storage system further includes a transmission structured to transfer energy between the flywheel and the driveshaft. The transmission includes a differential geartrain and a variator coupled to the differential geartrain and having a variator input shaft and a variator output shaft rotatable at a range of speed ratios. The variator may be coupled to a sun gear in the differential geartrain and controls a pattern of energy transfer between the flywheel and the driveshaft.

Abstract: In at least one embodiment, an apparatus comprising a vehicle inverter is provided. The vehicle inverter is programmed to invert a direct current (DC) input into a maximum alternating current (AC) output to power at least one external load and to receive first information indicative of whether a vehicle is in one of a drive mode and a park mode. The vehicle inverter is further programmed to provide the maximum AC output to the power the at least one external load in response to the information indicating that the vehicle is in the park mode and to invert the DC input into a first AC output that is less than the maximum AC output to power the at least one external load in response to the information indicating that the vehicle is in the drive mode.

Abstract: Drive systems or powertrains including transmissions for electric and hybrid electric vehicles are provided. In some embodiments, dynamic, 2-position linear motor, one-way clutches are provided. In other embodiments, 3-position linear motor, 2-way clutches are provided. In a fixed speed ratio operating mode of an electric vehicle powertrain, torque values for two electric motors are determined by control logic to optimize overall efficiency of the motors. In a fixed torque ratio operating mode of the powertrain, speed values for the two motors are determined to optimize overall efficiency. A hybrid electric powertrain of at least one embodiment uses the optimized electric vehicle powertrain, an engine and the one-way and 2-way clutches to obtain a highly optimized hybrid powertrain.

Abstract: A motor vehicle automatic engaged stop system includes an automatic transmission driving at least one wheel and has at least one brake member preventing wheel rotation when engaged and allowing wheel rotation when disengaged. A controller communicates with each of: the brake member to control the brake member; the automatic transmission to control a condition of the automatic transmission, and with a signal device. A brake pedal in communication with the brake member engages the brake member when depressed by a vehicle operator. After the motor vehicle reaches a zero speed the controller energizes the signal device to notify the vehicle operator to release the brake pedal and maintains a vehicle stopped condition with the brake pedal in a released condition and when the motor vehicle is positioned anywhere between uphill and downhill orientation planes.

Abstract: A power transmission apparatus that is mountable on a vehicle includes a planetary gear mechanism, a first motor generator, a second motor generator, and a stepped automatic transmission with parallel gears. The first motor generator and an output side shaft of the stepped automatic transmission are configured to be coupled to a power input shaft from an engine provided in the vehicle via the planetary gear mechanism. An input side shaft of the stepped automatic transmission is configured to be coupled to the power input shaft. The second motor generator is coupled to the output side shaft of the stepped automatic transmission.

Abstract: A method for controlling a vehicle converter includes: acquiring, by a controller, required maximum voltages and required minimum voltages of a first motor and a second motor using required torque and a rotation speed of the first motor and the second motor; acquiring voltage commands of the first motor and the second motor using the rotation speed and a magnetic flux of the first motor and the second motor; acquiring a corrected voltage command using the voltage commands of the first motor and the second motor; acquiring an output voltage command of the converter using the required maximum voltage and the required minimum voltage of the first motor and the second motor, the corrected voltage command, and a voltage of a battery; and controlling an output voltage of the converter using the output voltage command.

Abstract: A method and system are provided for shifting a vehicle transmission having several members. Each member is a first, second, or third node of a planetary gear set (of multiple planetary gear sets), or an input, output, or stationary member. A first torque transmitting mechanism is applied to transfer torque between first and second members in a low gear state. In some versions, a second torque transmitting mechanism is applied in the low gear state without substantially transferring torque between third and fourth members, and then the second torque transmitting mechanism is disengaged. A third torque transmitting mechanism is then applied without substantially transferring torque between the third and fourth members in the low gear state. The transmission is upshifted by disengaging the first torque transmitting mechanism, keeping the third torque transmitting mechanism applied, and applying the second torque transmitting mechanism to transfer torque between the third and fourth members.

Abstract: The present disclosure provides a shifting control method for hybrid vehicles to reduce the occurrence of a clutch releasing phenomenon due to an excessive change in input torque of a transmission during shifting of the vehicle, including: an entering step of performing, by a controller, a control to enter a torque hand over control in response to power off down shifting; and a rising control step of controlling, by the controller, an engagement side clutch torque to rise to correspond to a changed input torque of a transmission when a change rate in input torque of the transmission is equal to or more than a reference value during the torque hand over process.

Abstract: A method for controlling a hybrid vehicle including an internal combustion engine and electric motors each coupled to a wheel of a rear axle by a coupling device, and an electronic control unit connected to sensors, to a mechanism selecting a propulsion mode and also to the internal combustion engine and to the electric motors. The method includes: depending on running conditions of the vehicle and depending on the selected propulsion mode, controlling the coupling devices, controlling operation of the internal combustion engine and of the electric motors, and controlling torque of the internal combustion engine and of the electric motors.

Abstract: When a kickdown switch is turned off, a target rotation speed of an engine is set on the basis of a vehicle speed and a gear and the engine, the first motor, and the second motor are controlled such that the smaller driving force of an upper-limit driving force based on the target rotation speed and a required driving force is output to a drive shaft and the engine rotates at the target rotation speed. On the other hand, when the kickdown switch is turned on, the target rotation speed is set to be higher than that when the kickdown switch is turned off on the basis of the vehicle speed and the gear and the engine, the first motor, and the second motor are controlled such that the required driving force is output to the drive shaft and the engine rotates at the target rotation speed.

Abstract: A system for a driving mode conversion of a vehicle is provided. The system includes a driving information detecting unit that detects driving information based on a vehicle driving using sensors within the vehicle. A driving propensity determining unit determines a driving propensity based on average vehicle speed and a position variation of accelerator and brake pedals. A predicting unit learns an acceleration and deceleration prediction model based on the driving information, and generates a near future intention prediction value to which a vehicle driving environment and the driving propensity are reflected utilizing the prediction model. A controller determines whether an engine starting is performed by calculating current required power of a driver based on a pedal position value, and determines whether the engine starting is performed by comparing the near future acceleration and deceleration intention prediction value with the position value of the pedal.

Abstract: A vehicle hybrid system includes a transmission mechanically coupled with an engine, a drive shaft mechanically coupled with the transmission, a rotation-transmitting part coupled with the drive shaft, a power connecting-disconnecting part coupled with the drive shaft via the rotation-transmitting part, a motor generator mechanically coupled with the power connecting-disconnecting part, and a directional power transmission part for transmitting power in a direction from the motor generator to the engine to drive the engine and for not transmitting power in a direction from the engine to the motor generator to drive the motor generator. This vehicle hybrid system has high efficiency.

Abstract: The present invention relates to a drivetrain having a first clutch, which has an input side and an output side which is selectively connectable in terms of rotational drive to the input side, and having a transmission, which has a transmission shaft which is connected or connectable in terms of rotational drive to the output side and which is selectively connectable in terms of rotational drive to a gearwheel by means of a second clutch, wherein a rotor of an electric machine is arranged on the output side, and the electric machine, in motor operation, can be controlled or regulated so as to cause the rotational speeds of the transmission shaft and of the gearwheel to be approximated to or aligned with one another before the closure of the second clutch. The present invention also relates to a method for performing gearshifts in a transmission within a drivetrain of the type according to the invention.

Abstract: A hybrid drive includes a combustion engine, a generator driven by the combustion engine, a charge storage unit, and an electric engine. The hybrid drive can be driven in a load point shifting mode, a recuperation mode, and a boost mode. In the load point shifting mode, a power or torque distribution regulator specifies the torques supplied by the combustion engine and the electric engine in the sense of a maintenance of a predetermined theoretical value of the charging state of the charge storage unit. The theoretical value of the charging state of the charge storage unit is shifted in the load point shifting mode, as a function of the charging state changes of the charge storage unit in a previously carried out recuperation or boost mode.

Abstract: A method of improving braking performance through motor torque control of a vehicle includes: determining a relation between a vehicle wheel torque change amount and a driving acceleration change amount prior to a start of braking of the vehicle; calculating a target acceleration that is changed according to a driver's braking request when a driver presses a brake pedal to start the braking of the vehicle; detecting a real acceleration of the vehicle in real-time; comparing the real acceleration with the target acceleration; and compensating for a difference between the real acceleration and the target acceleration by increasing a regenerative braking amount through motor torque control when the real acceleration differs from the target acceleration.

Abstract: A vehicle powertrain includes an engine and a transmission coupled to the engine. The transmission has a first neutral state in which a first combination of clutches are engaged and a second neutral state in which a second combination of clutches are engaged. A vehicle controller is programmed to, in response to the transmission being in the first neutral state and an engine-torque request exceeding a threshold value, shift the transmission to the second neutral state.

Abstract: A method for controlling restart of a vehicle is provided. The method includes allowing the vehicle to enter into an ISG state and allowing the vehicle to actuate the Auto Hold. Whether the vehicle fulfills a condition for releasing the Auto Hold is then determined and operation of the Auto Hold is released in response to determining that the vehicle fulfills the condition for releasing the Auto Hold. Additionally, the method includes determining whether the vehicle fulfills a condition for releasing the ISG and releasing the ISG and restarting an engine in response to determining that the vehicle fulfills the condition for releasing the ISG.

Abstract: A control system is provided to account for differences in engine response times and motor response times during an upshift in a transmission. A vehicle includes a driveline that has an engine, a traction motor, and a transmission selectively connected in series. A control area network (CAN) connects a plurality of controllers. At least one of the controllers is programmed to, during an upshift in the transmission, output signals over the CAN to reduce torque of the traction motor. The controller also reduces the engine torque based on signal delays in the CAN.

Abstract: A controller for a vehicle is provided. The vehicle includes an engine, a rotary machine, at least one driving wheel, a first clutch disposed between a power transmission member and the rotary machine, the power transmission member being disposed between the engine and the driving wheel, the first clutch being configured to be switched to an engaged state or a disengaged state, and a second clutch disposed in parallel with the first clutch, the second clutch being a one-way clutch. The controller includes an electronic control unit. The electronic control unit is configured to control at least one of the rotary machine or the first clutch so as to reduce inertia of the power transmission member based on a torsional load acting on the power transmission member.

Abstract: A method to control a hybrid powertrain (2) in a vehicle, the powertrain including a combustion engine (3), an electric machine (4) and a gearbox (6) with an input shaft (10) and output shaft (18), wherein the combustion engine (3) and the electric machine (4) are connected to the input shaft (10). The method includes the steps of controlling the gearbox (6) to a neutral position; controlling the speed of the electric machine (4) to a predetermined speed, corresponding to a target speed for the input shaft (10) according to the next selected gear; engaging a gear in the gearbox (6); controlling the electric machine (4), so that the electric machine (4) accelerates or decelerates depending on a requested driving torque for the vehicle (1); detecting when a control signal for the electric machine (4) corresponds to a predetermined signal value; and controlling the electric machine (4) to the requested driving torque.

Abstract: An actuator fault detection device that detects a fault of an actuator driven according to a manipulation variable MV output from a controlling device, including: a position acquiring portion that acquires a value of a motor position MP from a detector that detects a position of an actuator corresponding to a manipulation variable MV; a follow-up difference calculating portion that calculates a follow-up difference DM=MV?MP; and an allowable range determining portion that determines whether or not high speed operation or low speed operation of the actuator departs from an allowable range based on a manipulation variable change rate ?MV, an actuator position change rate ?MP, and the follow-up difference DM.

Abstract: A hybrid electric vehicle drive apparatus has a setting portion for setting a limit value of a driving torque that a motor outputs when driving a hybrid electric vehicle by the power of the motor only, based on a maximum torque that the motor enables to output and a starting torque used to start an internal combustion engine by the motor. The setting portion sets the limit value to a first value and sets the limit value to a second value which is greater than the first value when a vehicle speed of the vehicle does not increase even though an accelerator pedal position degree increases while the vehicle is being driven only by the motor.

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 control system for a hybrid vehicle includes an electronic control unit. The electronic control unit is configured to, when any one of the following conditions iii) to vi) is satisfied, activate the oil pump to start supplying oil to a power split mechanism: iii) a required driving force becomes larger than or equal to a first pump changing value when a first drive mode is selected; iv) a vehicle speed becomes higher than or equal to a second pump changing value when the first drive mode is selected; v) the required driving force becomes smaller than or equal to a third pump changing value when the third drive mode is selected; and vi) the vehicle speed becomes lower than or equal to a fourth pump changing value when the third drive mode is selected.