Abstract: A method is provided for controlling regenerative braking for a vehicle having a propulsion system, a motor, a transmission, and a clutch selectively coupling the motor to the transmission. The method includes estimating a future time at which the clutch disengages from the transmission. A rotational speed at which the clutch disengages from the transmission is calculated based on an idle speed of the propulsion system. A difference between a speed of the motor and the clutch disengage speed is monitored. A ramp down of regenerative torque on the motor is initiated when the difference is below a predetermined value and before the future clutch disengage time elapses.

Abstract: The present invention relates to a braking system for a vehicle at least partially propelled by an electric traction motor, the braking system comprising an electric machine electrically connected to an electric source; an air flow producing unit mechanically connected to, and operated by, the electric machine; and an electrical brake resistor arrangement positioned in fluid communication between the air flow producing unit and an ambient environment, the electrical brake resistor arrangement being electrically connected to the electric source and arranged to heat air supplied from the air flow producing unit by electrical power received from the electric source, and to supply heated air to the ambient environment.

Abstract: When the required driving force is larger than the first upper limit driving force, the control device sets a target compensation power of a power storage device, based on a difference between the required driving force and the first upper limit driving force. Further, the control device gradually increases a working compensation power toward the target compensation power when the gear ratio of the stepped transmission is changed, compared with an increase in the working compensation power when the gear ratio of the stepped transmission is not changed.

Abstract: An engine control method of a hybrid electric vehicle is provided. The method includes detecting a state of charge (SOC) of a main battery of the hybrid electric vehicle and detecting whether a brake requires operation when the main battery is in a fully-charged state or a charging-limiting state. An engine fuel cut of the hybrid electric vehicle is executed when a request for the engine brake is generated and an engine is operated to maximize an engine load of the hybrid electric vehicle.

Abstract: A battery management system for a vehicle, a battery management method thereof and a vehicle including the same, which can vary a state of charge (SOC) of a battery in accordance with a location of a recharging station are disclosed. The battery management system includes: a position information acquisition unit for acquiring position information of a recharging station and the vehicle; a storage for storing a hilly area recharging station list comprising position information of hilly area recharging stations and learned full SOC values; and a controller for controlling the position information acquisition unit and the storage. The controller checks whether a recharging station where recharging of the vehicle is executed is a hilly area recharging station, and restricts a full SOC in order to avoid restriction of regenerative braking according to downhill road travel, thereby enhancing fuel economy and safety.

Abstract: Systems and methods are provided for determining an optimal point during operation of a hybrid electric vehicle towing a trailer at which the energy that can be recouped through regenerative braking is maximized. Operating conditions or characteristics of the hybrid electric vehicle and the brake characteristics of the trailer are considered in determining the optimal point at which the energy that can be recouped is maximized. At the optimal point at which the energy that can be recouped is maximized, the engine of the hybrid electric vehicle is turned off. Otherwise, the engine of the hybrid electric vehicle is left on.

Abstract: A method for operating a transmission for a motor vehicle having an input shaft, a first shaft connectable to the input shaft via a first input clutch and a second shaft connectable to the input shaft via a second input clutch, a plurality of gearshift clutches, and an output shaft. Different gear ratios between the input and output shafts are implementable by selective engagement of the plurality of clutches. A first torque transmission path between the first and second shafts is engageable with a first friction-locking clutch and a second torque transmission path between the first and second shafts is engageable with a second friction-locking clutch. The method includes actuating, at least intermittently during a synchronization phase in an upshift process of the transmission, the first friction-locking clutch to transmit a first torque and the second friction-locking clutch to transmit a second torque.

Abstract: A charge control apparatus for an electric vehicle that includes: a traction motor; a traction battery to which charging current is supplied from an external power source and that supplies current to the traction motor; and an electric device actuated by part of the charging current during charging of the traction battery is provided. The charge control apparatus includes: an instruction unit to instruct decrease of load of the electric device in case that the electric device is actuated during charging of the traction battery; a restriction unit to restrict the charging current after instruction of the decrease of load; and a load decreasing unit for decreasing load of the electric device after restricting the charging current.

Abstract: A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged.

Abstract: A power assist device may include a motor, a motor driving circuit, sensors to output signals in accordance with a rotational speed of the wheel, a memory, and a signal processor. The memory stores information of a parameter defining a transfer function that interrelates a total torque to be input to the vehicle and a rotational speed of the wheel, and an inverse transfer function thereof. Based on the inverse transfer function, the signal processor determines an estimated value of total torque from a detected value of rotational speed of the wheel. Moreover, based on the transfer function, the signal processor updates at least a portion of the information of the parameter so that, for example, an error between a detected value of rotational speed of the wheel and an estimated value of rotational speed of the wheel as determined from the estimated value of total torque is reduced.

Abstract: The invention has a purpose of improving applicability of a controller and a control method to a vehicle, the controller and the control method executing brake control in which primary information is selectively supplemented by secondary information that is information on an assumed state related to connection and disconnection of a clutch. A determination section 5A1 and a brake control section 5A4 are provided, the determination section 5A1 determining whether an actual state related to the connection and the disconnection of the clutch matches the assumed state in accordance with a relationship between the secondary information and travel state information indicative of a travel state of the vehicle, and the brake control section 5A4 executing the brake control by using the primary information but not the secondary information in the case where the determination section 5A1 determines that the actual state does not match the assumed state.

Abstract: An electric drive unit is provided having an electric motor-generator coupled with a torque converter. Vehicles and machines employing the same, as well as methods of using the same, are also disclosed. The motor-generator may be configured to selectively drive a rotatable shaft with a motor output torque and generate electrical power from rotation of the rotatable shaft. The electric drive unit may further include a torque converter having an input and an output separated by a fluid coupling. The fluid coupling may be configured to selectively multiply torque received at the input such that a drive unit output torque at the output is selectively increased in at least a predetermined rotational speed range of the electric motor-generator.

Abstract: A vehicle provided with an electric propulsion system and a method for controlling the electric propulsion system are provided. The system includes a first Electrical Motor (EM1) connected via first Electrical Connections (EC1) to an on-board Energy Storage System (ESS1) and drivingly connected to wheels. The system further includes a second Electrical Motor (EM2) connected via second Electrical Connections (EC2) to one or several electrical energy sources and drivingly connected to wheels. The system is controlled by an Electronic Control Unit (ECU) and the Electrical Motors (EM1, EM2) are used in dependence of the State Of Charge (SOC) level in the first Energy Storage System (ESS1) and the availability of electrical energy for the second Electrical Motor (EM2).

Abstract: A method includes controlling an electrified vehicle by automatically engaging a braking device if the electrified vehicle is in park and an engine start or stop request has been received. Controlling the electrified vehicle includes preventing a brake lamp from illuminating during engagement of the braking device.

Abstract: A drive device for a motor vehicle includes a first drive unit having a driveshaft, a multi-speed transmission having an input shaft, and a vibration damper. A clutch includes a first clutch member which is coupled to the input shaft of the multi-speed transmission, and a second clutch member which is coupled to the first drive unit via the vibration damper to thereby operably connect the first drive unit with the multi-speed transmission via the vibration damper and the clutch. A second drive unit includes a driveshaft which is arranged in axis-parallel or coaxial relationship to the first drive unit. The second drive unit is coupled to the first clutch member of the clutch.

Abstract: A method for controlling a mechanical torque transmitted to a driving wheel of a hybrid motor vehicle includes dividing a stroke of a vehicle acceleration pedal at a variable neutral point position into a first braking-adjustment stroke and a second acceleration-adjustment stroke, determining, within the first braking-adjustment stroke in which an electric motor of the vehicle operates as a generator, a regenerative braking torque setpoint for the electric motor based on a depression of the accelerator pedal and based on of a value of maximum energy recovery torque established based on a first function stored in a memory, and providing a value of maximum recovery torque depending on a vehicle speed. The first function assumes a value of substantially zero for an upper limit speed corresponding to the vehicle speed at the moment of coupling and decoupling of the electric motor by a connection device of the vehicle.

Abstract: When an output limitation value of a battery is equal to or less than a threshold, an electronic control unit determines that basic torque is able to be output from a second motor to a drive shaft. Then, the electronic control unit sets a predetermined value as a target motoring rotation speed for ending motoring of an engine by a first motor. When the output limitation value is greater than the threshold, the electronic control unit determines that the basic torque is unable to be output from the second motor to the drive shaft at the time of starting the engine, and sets a value smaller than the predetermined value as the target motoring rotation speed.

Abstract: A control device includes a controller configured to perform control to increase a rotational speed of a power source when a brake is stepped on and accelerator opening becomes a predetermined value or larger while a vehicle stops, and thereafter, when the brake is stepped off, engage a plurality of engaging units to transmit a power, and start the vehicle. The controller includes: a parameter obtaining unit configured to obtain a parameter indicating requested acceleration when the vehicle starts; and a slip control unit configured to perform slip control on at least one of the plurality of engaging units such that difference in rotational speed occurs between frictionally engaging elements and set number of engaging units on which the slip control is performed according to a value of the obtained parameter when the vehicle starts.

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: Methods and systems are described for conserving energy used by an energy consuming device. In certain embodiments, an energy conservation system can be configured to deliver energy to the energy consuming device for a period, followed by a period where energy delivery is dampened and/or cut. By cycling the delivery of energy in this fashion, the energy conservation can achieve a pulsed efficiency.

Abstract: A hybrid electric drive system for a hybrid powered vehicle which includes a combustion engine, and a transmission. An electric machine and the combustion engine are coupled to the transmission in the hybrid electric drive system providing engine and/or electric machine drive power for the vehicle. A clutch is mechanically communicating with and positioned between the combustion engine and the transmission to decouple the combustion engine from the transmission. An energy storage system is configured to transfer and receive power with the electric machine, and is configured to recharge using power from the electric machine. A hybrid system controller is configured to respond to a regenerative braking mode of the vehicle. While the hybrid electric drive system is in the regenerative braking mode, the hybrid system controller is configured to initiate shifting of the transmission into one or more selected gears relating to one or more selected electric machine speeds.

Abstract: In a method for braking of a motor vehicle which is driven by a drive torque of at least one electrical machine electrically connected to an electric energy storage device, the at least one electrical machine is operated in a first operating mode as a generator for generating a generator braking torque. In a second operating mode, the at least one electrical machine is supplied with electrical energy from the energy storage device in such a way that a braking torque opposing the drive torque is generated by the at least one electrical machine.

Abstract: A vehicle controller performs a throttle-valve-late-close control in which the throttle valve is held open until a delay time has passed after the fuel cut is started, and an EGR-valve-open-close control in which the EGR valve is repeatedly opened and closed. Then, the throttle valve is closed and the EGR valve is opened. In a period from a latter period of an exhaust stroke to a preceding period of an intake stroke, a valve-overlap control is executed so that a variable valve timing controller is controlled to make both an intake valve and an exhaust valve opened. A pumping loss of an engine is sufficiently reduced and an energy-regenerate efficiency can be effectively improved.

Abstract: It is provided a control device of a hybrid vehicle having a clutch in a power transmission path between an engine and a motor generator, the clutch controlling power transmission through the power transmission path depending on an engagement state, the hybrid vehicle interrupting the power transmission through the power transmission path by releasing the clutch during EV running while only the motor generator is used as a drive source for running, during the EV running while a release instruction for the clutch is output, if the engine being driven, a rotation speed of the engine is maintained within a predetermined rotation speed difference from a rotation speed of the motor generator.

Abstract: A transmission with an integrated electric motor includes an input member, an output member, at least four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes actuatable in combinations of three to establish a plurality of forward gear ratios and at least one reverse gear ratio.

Abstract: A method for braking a vehicle driving forward towards stop. The vehicle has a propulsion system including a combustion engine with an output shaft (2a), a gearbox (3) with an input shaft (3a), an electric machine (9) comprising a stator and a rotor, and a planetary gear comprising a sun gear (10), a ring gear (11) and a planet wheel carrier (12). When braking the vehicle, a reverse gear of the gearbox is engaged and the electric machine is controlled to apply brake torque requested to the input shaft of the gearbox.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an electrical load may be automatically activated to consume electrical energy produced during driveline braking so that driveline braking may be extended. The electrical load may be a windscreen heater or other device.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and providing positive torque to a driveline is presented.

Abstract: A method for driving a hybrid vehicle with a propulsion system including a combustion engine, an electric machine with a rotor and a stator and a planetary gear with three components including a sun gear, a ring gear and a planet wheel carrier, where an output shaft of the combustion engine is connected to a first component, an input shaft of a gearbox is connected to a second component and the rotor of the electric machine is connected to a third component. The vehicle is driven forward by the electric machine. The reverse gear engaged in the gearbox drives the third component of the planetary gear to rotate with a negative rotational speed while a brake brakes the first component. Thereafter, move the component brake to an open position, so that the output shaft of the combustion engine rotates with a positive rotational speed so that the combustion engine may be started.

Abstract: A two-wheeled inverted pendulum vehicle includes: single-winding first and second motors respectively rotating one of two wheels; first and second control systems respectively supplying drive currents to the first and second motors; a sensor detecting a physical quantity that varies with a turn of the vehicle; a dynamic brake unit being able to switch between active and inactive states of dynamic brake being applied to the first motor; and a control unit, when the control unit has determined that the vehicle is turning about the second motor side on the basis of the physical quantity while supply of drive current from the first control system to the first motor is inhibited, activating dynamic brake in the dynamic brake unit. The first control system, when an abnormality has been detected in the first control system, inhibits supply of drive current from the first control system to the first motor.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and engine braking is described.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between driveline braking and wheel brakes is provided.

Abstract: A power transmission system of a hybrid electric vehicle may include an input shaft receiving torque of an engine, a first planetary gear set having at least three rotation elements, a second planetary gear set having at least three rotation elements, a clutch selectively connecting two rotation elements among the at least three rotation elements of the second planetary gear set, a brake selectively connecting a rotation element of the second planetary gear set to the transmission housing, and an output gear connected to a second motor/generator and the a rotation element of the second planetary gear set.

Abstract: A method for controlling a vehicle regenerative braking event includes maintaining a converter clutch closed while braking, while an engine connected to the impeller is running, opening the converter clutch when impeller speed reaches a reference speed difference relative to engine idle speed, and while the engine is off, opening the converter clutch when impeller speed reaches a speed required for a transmission pump, connected to an impeller, to produce line pressure at a desired magnitude.

Abstract: A method for controlling vehicle regenerative braking includes decreasing regenerative braking, provided a converter clutch is locked, such that regenerative braking torque reaches zero before a converter clutch opens due to vehicle speed reaching a reference speed; decreasing regenerative braking, provided the converter clutch is scheduled to open, such that regenerative braking torque reaches zero before the converter clutch opens due to vehicle speed reaching the reference speed; and braking the vehicle using wheel brakes.

Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device releases one of the clutch and the brake when the engine is started in a drive mode in which the engine is at rest while the clutch and the brake are in an engaged state, selecting the one of the clutch and the brake to be released, depending upon a drive force generated during starting the engine.

Abstract: A drive device for a vehicle having a combustion engine and a multistage manual transmission having first and second sub-transmissions, each of which has a separate input shaft. A first input shaft of the first sub-transmission couples, via a first clutch, the combustion engine or is assigned an electrical machine. A second input shaft of a second sub-transmission couples, via a second clutch, the combustion engine. The first input shaft is additionally assigned a start-up element having at least one hydrodynamic transfer element, which has first and second functional wheels which together form a working chamber. The working chamber can be filled with fluid in order to generate a hydrodynamic transfer torque such that at least one start-up function, affecting the first sub-transmission, can carried out by way of the start-up element.

Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements; and a parking lock mechanism having a parking lock pole preventing rotation of a parking lock gear connected to the output rotary member when a manually operated shifting device selects a parking range. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device sets a drive mode to an engine drive mode in which the brake is placed in a released state while the clutch is placed in an engaged state when a shift change is made into the parking range to achieve a parking lock with the parking lock mechanism.

Abstract: An apparatus includes a vehicle configured to support the user. The apparatus also includes an operation-switch assembly configured to be supported by the vehicle. The operation-switch assembly is also configured to switch propulsion operation of the vehicle between a first propulsion-operation mode and a second propulsion-operation mode. In the first propulsion-operation mode, the operation-switch assembly is also configured to permit propulsion of the vehicle to be influenced by a power-train assembly being configured to generate a power-train force. In the second propulsion-operation mode, the operation-switch assembly is also being configured to: (A) permit propulsion of the vehicle to be influenced by a non power-train force, and (B) permit propulsion of the vehicle to be not influenced by the power-train force of the power-train assembly.

Abstract: A torque applied to a one-way clutch when a first motor generator and second motor generator are operated in a motor generator drive mode is restrained or prevented from becoming excessively high by setting a first motor generator sharing ratio in response to a driving torque target for the vehicle, by controlling operation of the first motor generator in response to a first motor generator first sharing ratio when vehicle vibrations due to cogging torque are likely to take place, and by reducing the torque from the first motor generator when the driving torque target is large. Torque applied to the one-way clutch which otherwise would become excessively high immediately after engine shutdown, is restrained or prevented by reducing the torque from the first motor generator in response to a second motor generator second sharing ratio when engine downtime is short.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and engine braking is described.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between driveline braking and wheel brakes is provided.

Abstract: A drive control device for a hybrid vehicle is provided with a differential device having four rotary elements. One of the four rotary elements is constituted by rotary components of each of a first and a second differential mechanisms selectively connected to each other through a clutch. One of the rotary components of said first and second differential mechanisms selectively connected through said clutch is selectively fixed to a stationary member through a brake. The drive control device comprises a brake engagement control portion configured to place the brake in an engaged state upon starting an engine, and an electric motor operation control portion configured to operate a first electric motor to raise a speed of a rotary motion of the engine for starting of the engine and to operate a second electric motor to reduce a reaction force during starting of said engine acting on an output rotary member.

Abstract: A method of managing available operating states in an electrified powertrain includes: identifying a plurality of operating states; determining an allowable hardware operating speed range for each of the plurality of operating states; determining a real operating speed range for each of the plurality of operating states; determining an ideal operating speed range for each of the plurality of operating states, the ideal operating speed range being a subset of the allowable real operating speed range; indicating an operating state of the plurality of operating states as ideal-allowed if an actual output speed of the electrified powertrain is within the ideal operating speed range for that operating state; and commanding the electrified powertrain to operate within one of the operating states that is indicated as ideal-allowed.

Abstract: One-way clutches OWC1 and OWC2 are provided on output sides of transmissions TM1 and TM2, and the transmissions TM1 and TM2 mechanically lock when the output member 121 of the one-way clutches OWC1 and OWC2 is reversely rotated to the backward side. Clutch mechanisms CL1 and CL2 are interposed between the output member 121 and a driving target member 11 connected to a driving wheel 2. According to uphill start conditions, a controller 5 makes any one of the clutch mechanisms CL1 and CL2 enter ON state when a vehicle-backward-movement prevention control is determined to be required and the controller 5 makes the clutch mechanisms CL1 and CL2 enter OFF state when the vehicle-backward-movement prevention control is determined to be not required. Thus, it is possible to provide a vehicle driving system capable of performing a hill hold assist function with a simple control.

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

Abstract: In an electrically driven vehicle propelled by an electric machine (motor)equipped with a collaborative braking system of regenerative and frictional braking capacities, in order to achieve the “rollback prevention” at starting on an sloping road, when the regenerative braking is not available due to charging restriction to battery, frictional braking is used instead of regenerative braking and wheels are (automatically, i.e. not manually by driver) braked with friction to prevent the rollback. Moreover, in addition to braking wheels by frictional braking, further control is performed to adjust and match the magnitude of frictional braking force to a braking force in accordance with the starting operation. Thus, at the time of rollback prevention by the frictional braking as well, the similar prevention of rollback will be possible as the prevention by way of regenerative braking such that the effect of rollback prevention may be achieved without a feel of discomfort.

Abstract: A vehicle drive control system includes a motor coupled with the driving shaft of an internal combustion engine so that torque can be transmitted to the drive wheels when fuel supply to the engine is cut off. The vehicle travels in a creeping mode in this state while motoring of the engine is performed through driving force of the motor. When accelerator depression is detected, fuel injection into a cylinder waiting for the intake stroke of the engine is begun and the engine is started. The crank angle position at a time when fuel injection is started is utilized as a reference position. When the crankshaft of the engine rotates from the reference crank angle position to a predetermined crank angle position, driving by the motor is stopped and the vehicle is then driven by the engine.

Abstract: An apparatus, applied to a vehicle having an internal combustion engine and an electric motor as power sources, comprises a changeover mechanism which is able to change a connection state of an electric motor output shaft to any one of “an IN-Connection State” in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, “an OUT-Connection State” in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and “a neutral state” in which no transmission path therebetween is provided. When a changeover condition is satisfied, a period is provided in which a sum Ts of an internal-combustion-engine-side-output-torque Te and an electric-motor-side-output-torque Tm coincides with a required driving torque Tr, and an electric motor torque continues to be zero.

Abstract: A system and method of dithering speed and/or torque for shifting a transmission of a vehicle having an engine, a reversible, variable displacement hydraulic motor/pump which can be driven by the engine, a hydraulic accumulator supplied by said motor/pump, and at least one reversible hydraulic driving motor for propelling the vehicle supplied with fluid by the hydraulic accumulator and/or by said motor/pump operating as a pump. A transmission unit connects the engine with the variable displacement hydraulic motor/pump during a first mode of operation (city mode) and connects the engine to a vehicle drive wheel during a second mode of operation. The system utilizes stored hydraulic energy to dither the output of the driving motor in order to achieve quick and smooth shifts between city and highway mode, or between various ranges within the city mode.