Abstract: A method and a system for improving operation of a hybrid vehicle are presented. In one example, operation of a hybrid driveline is adjusted in response to driving conditions that may cause wheel slip or a stuck vehicle. The approach may reduce driveline wear and improve vehicle drivability.

Abstract: A powertrain system includes an internal combustion engine, at least one electric machine and an electro-mechanical transmission operative to transmit torque to a driveline. A method for controlling the powertrain system includes enabling neutral operation of the transmission in response to an operator input, activating a first clutch coupled to a first planetary gear set, the first planetary gear set which includes a first element, a second element and a third element. Torque commands are coordinated between the engine and a first electric machine to establish a net zero output torque condition. If a violation of the net zero output torque condition is present, slippage of the first clutch is allowed to dissipate net output torque from reacting with the driveline of the powertrain system.

Abstract: A vehicle drive device comprising: an engine; a hydraulic transmission device constituting a portion of a power transmission path between the engine and drive wheels; and an electric motor, the engine and the hydraulic transmission device disposed to rotate around one axial center, the electric motor disposed with a rotation axial center different from the one axial center, the electric motor coupled to an input-side rotating element of the hydraulic transmission device receiving input of a drive force from the engine, the input-side rotating element being rotatable around the one axial center, the electric motor coupled to the input-side rotating element via an electric motor coupling rotating element coupled relatively non-rotatably to the input-side rotating element, a hydraulic pump rotationally driven by the input-side rotating element of the hydraulic transmission device disposed such that a rotor of the hydraulic pump rotates around the one axial center, and a coupling portion of the electric motor cou

Abstract: A method for controlling a hybrid vehicle having a traction motor between an engine and a step ratio automatic transmission during a startup of the hybrid vehicle. The method includes performing at least one of adjusting a clutch or an oil pressure to change a transmission tie-up force or downshifting the transmission in response to an actuation rate of a vehicle driver demand.

Abstract: A controller of a vehicle control device, at the time of shifting from a motor drive mode to an engine drive mode by starting an engine in the motor drive mode, starts the engine by slipping an engine separating clutch and igniting the engine in a state where a lockup clutch of a fluid transmission device is slipped. The fluid transmission device is interposed between an electric motor and a drive wheel. The engine separating clutch selectively couples the engine to the electric motor. Only the electric motor is a drive source in the motor drive mode. The engine is a drive source in the engine drive mode. The controller, at the time of the shifting, reduces a slip amount of the lockup clutch as a period of time from slip initiation timing of the engine separating clutch to ignition initiation timing of the engine extends.

Abstract: A hybrid module for a drivetrain of a motor vehicle having a combustion engine and a transmission, wherein the hybrid module operates between the combustion engine and the transmission and has an electric drive, a decoupling clutch and a freewheeling mechanism, and wherein the decoupling clutch and the freewheeling mechanism, parallel to each other, are each provided to transmit torque from the combustion engine in the direction of the transmission, the freewheeling mechanism transmits torque coming from the combustion engine in the direction of the transmission and disengages in the case of torque in the opposite direction.

Abstract: A control device for a vehicle drive configured with a power transfer path that includes a first engagement device, a rotary electric machine, and a second engagement device. These elements being arranged in this order from an input member coupled to an engine to an output member that is coupled to the wheels of the vehicle. A mode control unit switches among a first, second, third and fourth control modes in which the rotating electrical machine generates electricity with: (i) both the first and second engagement devices, (ii) both the first and second engagement devices, (iii) the first engagement device in the direct engagement state and with the second engagement device, and (iv) with the first engagement device in the slip engagement state and with the second engagement device.

Abstract: First and second engines ENG1 and ENG2; first and second transmissions TM1 and TM2 shifting the output of the first and second engines; first and second one-way clutches OWC1 and OWC2 that are provided in each output portion of the first and second transmissions; a driving target member 11 commonly connected to the output members 121 of the first and second one-way clutches via clutch mechanisms CL1 and CL2 and transmits the rotational power transmitted to the output members of the one-way clutches to the driving wheel 2; a main motor/generator MG1 connected to the member 11; a sub motor/generator MG2 connected to the output shaft S1 of the first engine; a battery 8 sending/receiving the electric power between both motor/generators; a synchronization mechanism 20 connecting/disconnecting the member 11 and the output shaft S2 of the second engine; and a controller 5.

Abstract: The invention provides a hybrid vehicle and a control method thereof with which, in a case where a vehicle speed V obtained by a vehicle speed sensor equals or exceeds a first determination vehicle speed V1 at a time of occurrence of an internal combustion engine-related abnormality, which is when an abnormality relating to motors MG1 and MG2 is determined not to have occurred but an abnormality relating to an engine is determined to have occurred while the engine is operative, the motors MG1 and MG2 are controlled such that traveling torque is output to a ring gear shaft serving as a drive shaft from the motor MG2 while the engine is motored by the motor MG1 such that a crankshaft rotates at a target rotation speed until the vehicle speed V subsequently falls to or below a second determination vehicle speed V2.

Abstract: An engine starting system and technique for transitioning from an electric drive mode to a hybrid drive made in a hybrid electric vehicle is disclosed. In an electric drive mode the torque demand of the hybrid electric vehicle is met by an electromechanical device. The starting technique includes slipping a clutch between the engine and electromechanical device with the vehicle in the electric drive mode to rotate the engine, disengaging the clutch so that the engine is fueled to obtain a speed that approximates a speed of the electromechanical device, and engaging the clutch to couple the engine and the electromechanical device to the drive shaft to meet driver torque demand.

Abstract: A control device for controlling an engagement state of a lock-up clutch is provided. A plurality of target slip ratio maps include a normal slip ratio map having a characteristic line of a target slip ratio defined in accordance with an engine load at a normal vehicle running condition and a modified slip ratio map having a characteristic line of the target slip ratio to become a facing calorific value lower than a facing calorific value corresponding to the slip ratio retrieved from the normal slip ratio map. In the case where an estimate value of the facing temperature continues to exceed first threshold temperature for more than predetermined time when to carry out slip control using the normal slip ratio map, control to switch the target slip ratio map from the normal slip ratio map to the modified slip ratio map is carried out.

Abstract: When an engine is started in a motor running mode, a control unit performs engine starting control by raising the engine speed through slip engagement of an engine coupling/decoupling clutch, temporarily reducing engaging force of the engine coupling/decoupling clutch after the engine becomes able to rotate by itself, and then fully engaging the engine coupling/decoupling clutch. The control unit advances the intake valve opening/closing timing at an earlier point in time as the motor speed is higher.

Abstract: A hybrid system includes a hybrid module that is located between an engine and a transmission. The hybrid system includes an energy storage system for storing energy from and supplying energy to the hybrid module. An inverter transfers power between the energy storage system and the hybrid module. The hybrid system also includes a cooling system, a DC-DC converter, and a high voltage tap. The hybrid module is designed to recover energy, such as during braking, as well as power the vehicle. The hybrid module includes an electrical machine (eMachine) along with electrical and mechanical pumps for circulating fluid. A clutch provides the sole operative connection between the engine and the eMachine. The hybrid system further incorporates a power take off (PTO) unit that is configured to be powered by the engine and/or the eMachine.

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

Abstract: In a hybrid vehicle in which power of electric motor is transmitted to a counter shaft 14 only via a lock mechanism 61 which is provided on a first main shaft 11 so as to make up an odd-numbered gear or a first gear change shifter 51, when the vehicle is being driven by selecting a given even-numbered gear, a pre-shifting to an odd-numbered gear which is lower than the given even-numbered gear is implemented by the lock mechanism 61 or the first gear change shifter 51. By so doing, not only can good driveability be provided with the assistance of the electric motor, but also a more efficient regeneration can be implemented.

Abstract: A control for a hybrid vehicle includes; obtaining information that an EV switch that is operated when a travel of the vehicle in an EV mode in which priority is given to an EV travel in which the vehicle travels by a motive power only from a rotary electric machine is to be selected has been operated; starting a permission preparation control for causing a transition from a state in which a situation of the vehicle satisfies a predetermined reservation condition for reserving the EV mode to a state in which the situation of the vehicle satisfies a predetermined permission condition for permitting the EV mode if the situation of the vehicle does not satisfy the permission condition but satisfies the reservation condition when the EV switch has been operated; and enabling to control the travel of the vehicle in the EV mode if the predetermined permission condition is satisfied.

Abstract: A method of operating a drive-train of a vehicle that comprises a combustion engine whose torque for driving the vehicle can be transmitted to a drive output via a transmission, with a hydraulically actuated clutch when the clutch is engaged. An electric machine provides torque which can act upon the drive-train. The clutch is closed by filling the clutch with hydraulic fluid through a circuit by way of a pump which can be driven by the engine and the electric machine. The method is to engage the clutch when the combustion engine is initially off and/or when the electric machine is initially switched off, determining a driving dynamic based on the behavior of the driver and adjusting the speed of the electric machine based on the determined driving dynamic such that the greater the determined driving dynamic is, the more rapidly the clutch is filled by the pump.

Abstract: Method for controlling a hybrid drivetrain which has a drive engine and a dual-clutch gearbox which, to establish two power transmission paths, has a first and a second friction clutch and a first and a second component gearbox. An electric machine is connected to the second power transmission path downstream of the second friction clutch in the power flow direction. Purely electric driving operation can be realized by means of the second component gearbox assigned to the second friction clutch. In the event of a gear change in the second component gearbox during purely electric driving operation, a fill-in torque is provided. The fill-in torque is provided from inertial energy of the previously cranked, non-fired drive engine, wherein the drivetrain also has an electric starter motor, and wherein the starter motor is used to crank the drive engine.

Abstract: A hybrid vehicle is provided that includes a control system that controls the time required for engine shut down. An electric machine or integrated starter-generator may be used to apply a load to the combustion engine after an engine shut down signal is received. By reducing the time required to shut down the engine in a controlled manner, the catalytic converter can be conditioned by providing a desired volume of air and fuel to the catalyst to reduce emissions and increase fuel economy. If an indication is received that it is no longer desirable to shut down the engine, the engine may be restarted conventionally or started in a quick start mode by refueling the engine is the engine operating at a sufficient speed for a quick restart.

Abstract: A control device that controls a vehicle drive device, including a rotary electric machine and internal combustion engine that drive wheels, a first friction engagement device and a second friction engagement device. The control device is configured to execute rotational state control in which a rotational state of the rotary electric machine is controlled so as to establish a target rotational state with the second friction engagement device in a slip engagement state, and hydraulic pressure regulation control in which a hydraulic pressure supplied to the second friction engagement device is controlled on the basis of torque of the rotary electric machine produced during the rotational state control after the first friction engagement device is transitioned to a direct engagement state while the second friction engagement device is transitioned from the slip engagement state to a direct engagement state.

Abstract: A first slip travel mode is traveling or starting in a state where a first clutch is fully connected and a third clutch is fully disconnected while a second clutch is slipped. A second slip travel mode is traveling or starting in a state where the first clutch is fully connected and the second clutch is fully disconnected while the third clutch is slipped. An overheat avoidance mode is traveling or starting in a state where the first clutch is fully disconnected and the second clutch is fully connected while the third clutch is slipped. When the second clutch is in a high-temperature state under the first slip travel mode or the third clutch is in a high-temperature state under the second slip travel mode, the slip travel mode is switched into the overheat avoidance mode. This reduces a heat value of the second clutch or third clutch.

Abstract: A drivetrain of a motor vehicle, with a hybrid drive, comprising an internal combustion engine and an electric machine and a semi-automatic group transmission. The semi-automatic group transmission comprises at least a main transmission and a downstream group in drive connection downstream with the main transmission. An input shaft of the semi-automatic group transmission is connected, via a controllable starting clutch, to the internal combustion engine of the hybrid drive and an output shaft of the semi-automatic group transmission is connected to an axle drive. Depending on the shift position of at least one shifting element, the electric machine can be coupled to the force flow or the torque flow of the drivetrain between the main transmission and the downstream group of countershaft design and/or between the downstream group of a countershaft design and the axle drive.

Abstract: A gear shifting method of a hybrid vehicle may include releasing a clutch and brake of a transmission and determining a neutral condition status, controlling torque of an engine connected to one operational element of a first planetary gear set in a neutral condition, and controlling speed of a first motor/generator connected to the other operational element of the first planetary gear set. Accordingly, a speed of the first and second motor/generator are controlled and a torque of the engine is controlled in a neutral or parking state of a shift lever such that a mode change becomes easy and the torque of the engine is continuously controlled to improve a shift quality and a driving performance and to save fuel, while the neutral or parking state is changed to a drive or reverse state or the drive or reverse state is changed to the neutral or parking state.

Abstract: A control device for controlling a vehicle drive device includes a rotary electric machine in a transmission path connecting a combustion engine with wheels; a first friction engagement device between the combustion engine and the rotary machine; and a second friction engagement device between the rotary machine and wheels. The control device shifts the first and second engagement devices from a state in which the first engagement device is disengaged and the second engagement device is in direct engagement so that force is transmitted between the rotary machine and wheels, to a state in which force is transmitted at least between the combustion engine and wheels, by shifting the second engagement device from direct engagement to a slip state and thereafter shifting the first engagement device from disengaged to engaged. After the state is changed, the control device shifts the second engagement device from slip engagement to direct engagement.

Abstract: A machine control system for use with a machine having a power source and a transmission is disclosed. The machine control system may have a clutch configured to connect an output of the power source with an input of the transmission. The machine control system may also have a sensors configured to generate signals indicative of machine operations, and a controller in communication with the clutch and the sensors. The controller may be configured to determine the current machine application based on the signals, and vary an actuating force of the clutch based on the type of machine application.

Abstract: In an idle stop system for an engine mounted in a vehicle, when it is determined predetermined stop conditions are met, the engine is automatically stopped. During the engine stop, when it is determined that predetermined restart conditions are met, the engine is automatically restarted. Further, it is determined whether or not a predetermined period of time has elapsed since the restart of the engine. When it is determined that the predetermined period of time has elapsed, the clutch mechanism is controlled into the connection thereof at and after a time instant when it is determined that the predetermined period of time has elapsed. Hence, the connected state of the clutch mechanism is realized after a controlled delay.

Abstract: A control apparatus for a hybrid vehicle includes: engine starting means for starting an engine when a need for switching to a 4-wheel drive mode has been forecasted, the hybrid vehicle having a series HV drive mode in which the hybrid vehicle is run with a second electric motor, in the released state of a connecting/disconnecting device, while a first electric motor is operated with a drive force of said engine to generate an electric energy, the control apparatus further including, as said engine starting means, series HV drive controlling means for starting said engine and enlarging a series HV drive mode region for running the hybrid vehicle in said series HV drive mode, so as to cover a portion or an entirety of an original EV drive mode region for running the hybrid vehicle in said EV drive mode, when the need for switching to said 4-wheel drive mode has been forecasted.

Abstract: A powertrain for a hybrid vehicle includes a clutch interconnecting an internal combustion engine and an electric motor. The electric motor is coupled to a manually operated gearbox operable in at least one electric only drive position and at least one hybrid drive position. A latch is coupled to the clutch and is moveable between a closed position inhibiting the clutch from interconnecting the internal combustion engine and the electric motor when the gearbox is disposed in the electric only drive position, and an open position allowing the clutch to interconnect the internal combustion engine and the electric motor when the gearbox is disposed in the hybrid drive position.

Abstract: A powertrain system includes a multi-mode transmission having a plurality of torque machines. A method for controlling the powertrain system includes identifying all presently applied clutches including commanded applied clutches and the stuck-closed clutch upon detecting one of the torque-transfer clutches is in a stuck-closed condition. A closed-loop control system is employed to control operation of the multi-mode transmission accounting for all the presently applied clutches.

Abstract: A method is for controlling a hybrid drive of a vehicle, which includes at least one internal combustion engine and at least one electric machine, having a first clutch situated between the electric machine and the drive train of the vehicle and a second clutch situated between the electric machine and the internal combustion engine. In the method, a predefinable clutch torque is applied to the second clutch for a start of the internal combustion engine by the operating electric machine, the rotational speed of the internal combustion engine is monitored, and the clutch torque is incremented to a higher value if the rotational speed of the internal combustion engine is less than a predefinable threshold value within a predefinable time interval.

Abstract: A clutch type driving mechanism used in a hybrid powered vehicle is disclosed to include a motor, a speed reducing mechanism, a hollow shaft, an output shaft and first and second one-way clutches. The motor provides a rotational kinetic energy through the hollow axle to the speed reducing mechanism. The speed reducing mechanism and the output shaft transfer a unidirectional rotary motion to the hollow shaft through the first one-way clutch and the second one-way clutch respectively. Thus, when the output shaft works as a drive shaft, it does not transfer the rotary motion to the speed reducing mechanism, avoiding power loss and allowing transfer of the rotational kinetic energy rapidly and efficiently without bearing much load.

Abstract: A drive device has an internal combustion engine, a first electrical machine, and a second electrical machine. The first electrical machine is at least indirectly connectable to the internal combustion engine. In addition, the drive device has an output which is at least indirectly connected to an output shaft. According to the invention, a switching device is provided, using which, in a first state, the internal combustion or the first electrical machine is connectable to the output shaft or, in a second state, the second electrical machine is connectable to the output shaft.

Abstract: The present invention relates to a control device that controls a vehicle drive device in which a rotary electric machine is provided in a power transfer path that connects between an internal combustion engine and wheels and in which a first friction engagement device is provided between the internal combustion engine and the rotary electric machine and a second friction engagement device is provided between the rotary electric machine and the wheels.

Abstract: A vehicle driving apparatus configured with a drive power source, a fluid coupling, a transmission apparatus; and a control apparatus. A rotation of a drive input member driven by the drive power source is transmitted to a shift input member via the fluid coupling and a rotation of the shift input member is shifted by the transmission apparatus and then transmitted to an output member. When a state shift command for shifting from a non-transmission state to a transmission state is input into a control apparatus in a state in which the drive power source does not generate a driving force, the control apparatus performs a shift input rotation operation before engaging a frictional engagement element and shifting to the transmission state by causing the drive power source to generate the driving force and rotating the shift input member via the fluid coupling while maintaining the non-transmission state.

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

Abstract: A method for controlling a powertrain system including an internal combustion engine coupled to a multi-mode transmission in response to a command to execute a shift from a first EVT Mode range to a second EVT Mode range includes executing a first shift from the first EVT Mode range to an intermediate transmission range. The multi-mode transmission operates in the intermediate transmission range and the engine is controlled at an engine torque command that corresponds to an output torque request. A second shift is executed from the intermediate transmission range to the second transmission range. The powertrain system operates in the second transmission range to transfer torque to an output member of the transmission.

Abstract: An automatic transmission has a transmission control section performing a control so that a transmission ratio defined as input rpm/output rpm of the automatic transmission becomes a target transmission ratio, a slip control section slip-controlling a frictional engagement element in the automatic transmission so that the input rpm becomes a value obtained by multiplying the output rpm by the target transmission ratio also adding a predetermined slip revolution speed; and an abnormality judgment section judging abnormality in the automatic transmission. When the slip-control is not in progress, if an actual transmission ratio is out of a predetermined range of the target transmission ratio, the abnormality judgment section judges that abnormality occurs. When the slip-control is in progress, if a value obtained by correcting the actual transmission ratio on the basis of the slip revolution speed is out of the predetermined range, the abnormality judgment section judges that abnormality occurs.

Abstract: The present invention provides a hybrid vehicle driving system which can implement sufficient lubrication while a vehicle is being driven. A hybrid vehicle driving system 1 of the invention includes a lubrication pump 122 which is connected to a first input shaft 11 and which is adapted to lubricate a transmission 20 and a lubricated state determination unit 55 which determines a lubricated state of the transmission 20. When the lubricated state determination unit 55 determines that lubrication is necessary, the first input shaft 11 is rotated by an electric motor 7 so as to drive the lubrication pump 122, or the first input shaft 11 is rotated by an internal combustion engine 6 by engaging a first engaging and disengaging unit to thereby drive the lubrication pump 122.

Abstract: A motor vehicle driven by an internal combustion engine is equipped with at least two auxiliary units and with an electric machine connected to a power source. The electric machine can be coupled to the auxiliary units by means of a dual clutch device. A control device can actuate the dual clutch device for coupling the auxiliary units to the electric machine according to preselected priorities. One or the other auxiliary unit, or all auxiliary units, or no auxiliary unit may be coupled to the electric machine.

Abstract: A control device of a hybrid vehicle includes an engine and an electric motor, a clutch, and an automatic transmission. The motor is the only drive power source when the clutch is released. The control device is configured such that when a request for increasing drive torque while the motor is running is made, if start control of the engine and downshift control of the automatic transmission overlap, clutch engagement completion is a starting point to start a rotational change of an input rotation speed of the transmission toward a synchronous rotation speed after a shift, and a transmission torque capacity during the downshift control in the transmission until engagement completion of the clutch being set equal to or greater than an input torque of the transmission during the motor running and less than an input torque of the transmission at the time of engagement completion of the clutch.

Abstract: When it is determined that a driver requests a deceleration of a vehicle (t1), a motor torque is kept to be zero. A value in the deceleration direction (deceleration torque stabilized value A) at which an engine torque is stabilized after it changes from a value in the acceleration direction to the value in the deceleration direction is predicted. Before the engine torque reaches the deceleration torque stabilized value A, the clutch torque is adjusted to be the deceleration torque stabilized value A. When the engine torque reaches the deceleration torque stabilized value A (t3), the clutch torque is gradually decreased from the deceleration torque stabilized value A, and a regeneration torque is gradually increased from zero. A decreasing slope of a vehicle torque is kept constant over a period (t1 to t3) when the vehicle torque decreases. Therefore, the vehicle can smoothly be decelerated during the deceleration of the vehicle.

Abstract: A method for activating an oncoming clutch in a transmission includes monitoring rotational speeds of clutch elements of the oncoming clutch wherein the clutch elements are coupled to first and second rotationally independent torque actuators. A control speed profile for the first rotationally independent torque actuator is commanded. A speed profile of the oncoming clutch approaching zero speed is generated as is a control speed profile for the second rotationally independent torque actuator corresponding to a speed of the first rotationally independent torque actuator, the speed profile of the oncoming clutch, and an output speed of the transmission. A speed of the second rotationally independent torque actuator is controlled using the control speed profile for the second rotationally independent torque actuator. A speed of the oncoming clutch is monitored and the oncoming clutch is activated when the speed of the oncoming clutch is zero.

Abstract: Vehicle operating conditions are computed and the instant variable cost of operation is displayed, enabling operators to learn to operate the vehicle in ways that maximize value, minimize fuel consumption, and reduce or avoid operations that are excessively costly or wasteful. The display quantity is termed “Dynamic Fuel Cost” or DFC, usually measured and displayed in currency (such as Dollars or Euros) per hour. Once every second or so, up to six modes of vehicle operation are detected, including steady speed, acceleration, deceleration by coasting (reduced power or parasitic drag), regenerative braking (in vehicles so equipped such as hybrids), friction braking, and zero speed idling. Then DFC is computed and displayed to the operator. Operators can choose to operate the vehicle in ways that maximize the value of their time and minimize fuel consumption and resulting emissions of pollutants and greenhouse gases.

Abstract: A power transmission control device, which is applied to a hybrid-vehicle provided with an internal combustion engine (E/G) and a motor (M/G) as power sources, includes a manual transmission and a friction clutch, When the shift position is in “neutral”, the friction clutch is in an engaged state, an accelerator opening is “0”, and a battery remaining amount SOC is less than a threshold TH, a charge condition is satisfied. When the charge condition is satisfied, charge of a battery by using an E/G torque is carried out. Specifically, the M/G is driven, by using the VG torque, as an electrical power generator, and electric energy acquired by electric power generation by the M/G is used to charge the battery. As a result, for the HV-MT vehicle, by using the internal-combustion-engine torque, the battery for supplying the electric motor with the electric energy can be efficiently charged.

Abstract: Examples include an automatic manual transmission for a hybrid car provided with an internal combustion engine and an electrical machine, the automatic manual transmission presents. Examples include a mechanical gearbox, a differential gear which receives the motion from a secondary shaft of the gearbox and transmits the motion to driving wheels, a clutch which is interposed between the secondary shaft of the gearbox and the differential gear, an auxiliary shaft along which the electrical machine is mounted, a first gear train which connects a first end of the auxiliary shaft arranged upstream of the electrical machine to a primary shaft of the gearbox, and a second gear train which connects a second end of the auxiliary shaft arranged downstream of the electrical machine to an output shaft of the clutch.

Abstract: A vehicle control device includes an engine, a motor disposed nearer to drive wheel sides than the engine in a vehicle, and a clutch disposed between the engine and the motor and configured to be engaged or released according to an operation input, wherein at the time the clutch is engaged to connect the engine and the drive wheels while the vehicle travels with the engine being stopped, the engine is started by the power transmitted to the engine via the clutch as well as the motor is caused to output assist torque for suppressing a reduction of acceleration of the vehicle caused by that the clutch is engaged, and the assist torque when a braking operation is performed is smaller than the assist torque when the braking operation is not performed.

Abstract: A manual transmission including an input shaft Ai receiving power from an internal combustion engine through a clutch, an output shaft Ao receiving power from an electric motor, an EV gear stage for EV travel (different from neutral) in which no power transmission route is established between Ai and Ao, and a plurality of gear stages for HV travel in which a power transmission route is established between Ai and Ao. The movement of a shift lever SL from the neutral position to an EV-gear-stage shift completion position and the movement of the shift lever SL from the neutral position to the EV-gear-stage shift completion position is permitted only in a state in which the clutch pedal CP is depressed to provide an HV-MT vehicle power transmission control apparatus that includes a mechanism requiring a driver to operate a clutch pedal at the time of gear change.

Abstract: A method to operate a clutch device in an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and at least one electric machine includes, in response to a failure condition detected within a flow control device configured to facilitate flow of hydraulic fluid for operating the clutch device, selectively preventing the flow of hydraulic fluid from entering the flow control device and feeding the clutch device. Synchronization of the clutch device is initiated when the clutch device is intended for activation, and only if the clutch device is synchronized, the flow of hydraulic fluid is selectively permitted to enter the flow control device to activate the clutch device.

Abstract: An active damping system provides a torque adjustment command that is combined with the raw motor torque command of a vehicle to compensate for oscillations and vibrations in the driveline of a hybrid vehicle. Active damping may be provided by a derivative controller or by a lead-lag compensation between initiation of clutch engagement and full clutch engagement. Active damping is terminated upon full clutch engagement.

Abstract: A system is provided for managing torque in a vehicle driveline coupled to an internal combustion engine and to a hybrid motor/generator. An engine control circuit provides to a transmission control circuit an engine torque value corresponding to torque applied by the engine to the driveline. A hybrid control circuit provides to the transmission control circuit a motor torque value corresponding to torque applied by the hybrid motor/generator to the driveline. The transmission control circuit controls operation of at least one friction device and controls shifting of the transmission, and also manages torque applied to the drive line by the engine and by the hybrid motor/generator based on the engine torque value and the motor torque value such that the friction device control and shift schedule instructions do not require modification to accommodate inclusion of the hybrid motor/generator in the system or exclusion of the hybrid motor/generator from the system.