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: 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 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: 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 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 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 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.

Abstract: When an engine is in a stopped state and a rotation speed of a first rotating electric machine is not within a range in which the engine can be started by a drag torque generated by three-phase-short-circuit control, an electronic control unit performs transmission control of an automatic transmission such that the rotation speed of the first rotating electric machine falls within the range.

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 number of variations may include an electric cycle powertrain comprising: a motor comprising a rotor and a stator; a crankshaft operatively connected to a first and second pedal assembly; a stepped planetary gear set comprising a sun gear, at least one stepped pinion gear having a first and a second portion operatively connected to each other and operatively connected to the sun gear, wherein the first portion rotates within a grounded first ring gear and the second portion rotates within a second ring gear; wherein the sun gear is connected to the rotor; wherein the second ring gear is operatively connected to the crankshaft and the first and second pedal assemblies; wherein the at least one stepped pinion gear are operatively connected to a carrier; and wherein the carrier is operatively connected to a chain ring operatively connected to a chain to drive a rear sprocket.

Abstract: A control device for electric motor vehicle configured to decelerate by a regenerative braking force of the motor detects an accelerator operation amount, calculates a motor torque command value and controls the motor on the basis of the calculated motor torque command value. Further, a speed parameter proportional to a traveling speed is detected, and a feedback torque for stopping the electric motor vehicle is calculated on the basis of the detected speed parameter. Furthermore, the speed parameter is estimated in accordance with a state of the electric motor vehicle, and a feedforward torque is calculated on the basis of the estimated speed parameter. When accelerator operation amount is not larger than a predetermined value and the electric motor vehicle stops shortly, the motor torque command value is converged to zero on the basis of the feedback torque and the feedforward torque with a reduction in the traveling speed.

Abstract: If a vehicle speed is less than a predetermined value when a hybrid control mode is a series mode and a charge mode is selected (S10-S14), it is determined whether an SOC of a high voltage battery is less than a predetermined value or not (S16), and when the SOC of the high voltage battery is less than the predetermined value, ignition timing is corrected to be retarded (S18).

Abstract: A hybrid vehicle drive device includes a transmission coupled to the engine output shaft of an engine, a final reduction gear coupled to the transmission output shaft of the transmission, a drive shaft coupled to the final reduction gear, and a power transmission mechanism that transmits the rotation of an electric motor to the final reduction gear. The hybrid vehicle drive device includes a transaxle case accommodating the transmission, the final reduction gear and the power transmission mechanism and having a mounting surface for mounting the engine and the electric motor. The transaxle case is formed by an engine-side converter housing, a transmission-side transmission case, and a middle wall attached to the converter housing and separating the converter housing from the transmission case, the power transmission mechanism being housed between the converter housing and the middle wall.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque of the engine, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a third planetary gear set including seventh, eighth, and ninth rotation elements, a fourth planetary gear set including tenth, eleventh, and twelfth rotation elements, and seven friction elements disposed to selectively connect the rotation elements with each other and selectively connect the rotation elements with a transmission housing.

Abstract: A vehicle control apparatus having an engine and an electric motor includes a clutch, a first travel controller, a second travel controller, and a motor controller. The clutch is disposed in a power transmission path that couples the engine and driving wheels to each other. The first travel controller executes a motor travel in which the driving wheels are driven by the electric motor in a state where the clutch is disengaged to decouple the engine from the driving wheels, and the engine is stopped. The second travel controller executes a cranking travel in which the clutch is engaged while a fuel injection of the engine is stopped in a state in which the motor travel is executed, and the engine is rotated during traveling. The motor controller increases an output torque of the electric motor when a travel mode switches from the motor travel to the cranking travel.

Abstract: A vehicle control device executes driving force control to set a target driving force in accordance with an engine operating state, and control an output of a driving source and a gear ratio of a continuously variable transmission so that a target driving force is realized. The device includes a power generator which can be driven by the driving source, and in a normal shifting mode, the driving force control is corrected on the basis of a power generating state of the power generator, and in a linear shifting mode giving priority to a revolution speed change of the driving source, the correction of the driving force control is not carried out.

Abstract: A method for controlling a powertrain of a vehicle includes calculating, via a controller, an optimal torque target for the powertrain as a function of system limits of the vehicle. The method includes commanding, via transmission of an output torque signal, an actual output torque of the powertrain to pursue or follow the calculated optimal torque target during a steady-state torque request condition. Additionally, the method includes detecting a predetermined vehicle event during the steady-state torque request condition, and shaping the output torque signal via the controller. A variable gain factor may be used in response to detection of the predetermined vehicle event to allow the output torque signal to temporarily deviate from the calculated optimal torque target during the steady-state torque request condition. A powertrain has an engine, an electric machine, and a controller programmed to execute the method.

Abstract: A hydraulic system for a hybrid module which is located between an engine and a transmission includes a parallel arrangement of a mechanical pump and an electric pump. Each pump is constructed and arranged to deliver oil to other portions of the hydraulic system depending on the operational mode. Three operational modes are described including an electric mode, a transition mode, and a cruise mode. Various monitoring and control features are incorporated into the hydraulic system.

Abstract: In response to a DN operation that changes a shift position SP from a D position to an N position during forward drive in an HV drive mode, then an accelerator position Acc is not less than a reference accelerator position Aref (step S130), a mechanical neutral control is performed to provide a neutral state by releasing transmission of power between an intermediate shaft 32 and a driveshaft 36 by a multi-speed transmission 60 (step S230). An engine and two motors are then controlled to be rotated at rotation speeds close to rotation speeds Nedn, Nm1dn and Nm2dn at the time of DN operation (steps S250, S270 and S280).

Abstract: A hybrid vehicle includes an internal combustion engine, a first motor, a second motor, a first planetary gear mechanism, a second planetary gear mechanism, a battery, and an electronic control unit. The first planetary gear mechanism includes a first rotating element, a second rotating element, and a third rotating element. The internal combustion engine is coupled to the second rotating element. The second planetary gear mechanism includes a fourth rotating element, a fifth rotating element, and a sixth rotating element. A brake is connected to the fifth rotating element. The electronic control unit is configured to turn on the brake at a time of high-vehicle-speed ignition-off of the hybrid vehicle such that the fifth rotating element is in a rotation stop state. The high-vehicle-speed ignition-off is that an ignition is off while the hybrid vehicle is traveling at a predetermined vehicle speed or higher while operating the internal combustion engine.