Abstract: A drive train of a motor vehicle has a front axle (10) and a rear axle (13). An internal combustion engine (16) is positioned behind the front axle (10) and in front of the rear axle (13) in a mid-engine arrangement. A transmission (17) enables the internal combustion engine to drive the rear axle (13). An electric drive (18) is associated with the front axle (10) and has at least two electric machines that can drive the front axle (10). A further electric drive (18) is associated with the rear axle (13) and can drive the rear axle (13) in addition to or alternatively to the internal combustion engine (16).

Abstract: A hybrid power train for a vehicle may include a shift module with a plurality of shift steps of a synchro-mesh type provided on a first input shaft and an output shaft, a second input shaft driven by a motor and arranged coaxially with the first input shaft, a shaft clutch means for coupling/decoupling the second input shaft and the first input shaft, a motor side driving gear arranged rotatably on the second input shaft, a motor side driven gear arranged rotatably on the output shaft to be meshed with the motor side driving gear, a first clutch means for coupling/decoupling the motor side driving gear to/from the second input shaft, a second clutch means provided for coupling/decoupling the motor side driven gear to/from the output shaft, and a variable gear ratio providing means provided on the second input shaft to alternatively transfer a rotational force of the second input shaft to the output shaft.

Abstract: A power unit includes an engine, an electric-powered generator configured to regenerate power and to provide power assistance, a stepped or stepless transmission mechanism configured to perform a shift change operation during transmission of rotational power output from the engine and the electric-powered generator, an output shaft configured to output the rotational power as a driving force, a first clutch configured to transmit the rotational power or to disconnect the transmission of the rotational power from at least one of the engine and the electric-powered generator to the output shaft, and a battery configured to supply power to the electric-powered generator to drive the electric-powered generator and to store power generated by the electric-powered generator. During the shift change operation by the transmission mechanism, electric-powered generator is driven to add torque to the engine in a direction of increasing synchronization with the rotation of the output shaft.

Abstract: A power transmission system of a hybrid electric vehicle may include, a generating device adapted to generate electricity by torque of an engine or to start the engine. an input device adapted to receive the torque of the engine. a speed output device changing the torque transmitted from the input device into two speed steps and outputting the changed torque. an auxiliary power source disposed between the input device and the speed output device and adapted to supply torque to the speed output device or to generate electricity by the torque of the speed output device. a final reduction device outputting the torque transmitted from the speed output device.

Abstract: A dog clutch control apparatus for an automated transmission includes a rotary shaft, plural dog clutch mechanisms, each of the dog clutch mechanisms including a clutch ring, a clutch hub arranged next to the clutch ring, a sleeve fitted with the clutch hub, a dog clutch portion which is provided at the clutch ring and selectively meshes with a spline formed at the sleeve, an axial driving device for moving the sleeve, the dog clutch control apparatus includes a disengagement detecting portion for detecting disengagement before the sleeve reaches a neutral position and a control apparatus for controlling operation of the axial driving device, wherein in a case where the disengagement is detected at a time of shifting operation, the control apparatus starts a shift-related control.

Abstract: A hybrid vehicle of the present invention includes: an engine, a first motor, a second motor, a clutch and an electronic control unit. The first motor is connected with an output shaft of the engine. The second motor is connected with a driving wheel and configured to generate a driving torque at the driving wheel. The clutch is arranged between the output shaft of the engine and the driving wheel and configured to engage or disengage the output shaft of the engine and a rotary shaft connected with the driving wheel. The electronic control unit is configured to control the clutch to be engaged and control the first motor to generate the driving torque at the driving wheel, when the second motor cannot generate a predetermined output torque and the clutch is disengaged.

Abstract: A system and method of controlling a fail-safe for a vehicle is provided. The method includes determining, by a controller, that remaining hydraulic pressure exists in the clutch when the clutch is not opened and a target value of oil pressure for opening the clutch is maintained for a predetermined time period. In addition, whether a vehicle is stopped is confirmed in response to determining that remaining hydraulic pressure exists in the engine clutch. The controller is further configured to transmit a signal to shift to the vehicle to a neutral (N) stage to a transmission controller and shift to the vehicle to the N-stage in response to determining that the vehicle is stopped. Then, the engine is driven by the controller in response to determining that the vehicle is shifted to the N-stage.

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: A control device of a hybrid vehicle includes an engine, an electric motor outputting power for running and power necessary for starting the engine, a connecting/disconnecting clutch connecting/disconnecting a power transmission path between the engine and the electric motor, and an automatic transmission making up a portion of a power transmission path between the electric motor and drive wheels, the automatic transmission having a plurality of gear stages alternatively formed including a gear stage using a one-way clutch as an engaged engagement element, the control device of a hybrid vehicle engages the connecting/disconnecting clutch to start the engine during motor running for running by using only the electric motor with the connecting/disconnecting clutch released.

Abstract: A hybrid vehicle has an engine, an electric machine connected to the engine by an upstream clutch, a transmission gearbox connected to the electric machine by a downstream clutch, and a controller. The controller is configured to, in response to a commanded upshift of the gearbox, modulate a pressure of the upstream clutch. A method for controlling a vehicle includes, in response to a commanded upshift of a gearbox, controlling an upstream clutch to a first nonzero speed differential corresponding to a first inertia connected to and upstream of the gearbox to reduce inertia torque during the upshift. A method for controlling a vehicle includes, in response to a commanded upshift of a gearbox when the vehicle is beyond an electrical limit and a fast path torque reduction limit, slipping an upstream clutch and reducing torque outputs of an engine and an electric machine.

Abstract: A system for determining disablement of driving of a hybrid vehicle is disclosed. The system for determining disablement of driving of a hybrid vehicle may include: power electronic components having a battery at which DC electricity is stored, an inverter converting the DC electricity of the battery into AC electricity, and a motor receiving the AC electricity from the inverter and generating driving torque; an engine burning a fuel so as to generate driving torque and being selectively connected to the motor; an engine clutch selectively connecting the engine to the motor; a transmission connected to the motor to receive the driving torque of the motor or the driving torque of the engine; and a control portion controlling operations of the power electronic components, the engine, and the engine clutch, wherein the control portion turns off a system ready indication in a case that driving of the vehicle is disabled.

Abstract: The invention relates to a method for operating a drive device (1) of a motor vehicle, said drive device (1) comprising at least one combustion engine (3) and at least one electric machine (9), as well as a dual clutch transmission (4) which can be functionally connected to the combustion engine (3) and which comprises a first sub-transmission (5), a first clutch (6) being associated therewith, and a second sub-transmission (7), a second clutch (8) and the electric machine (9) being associated therewith. In a purely electrical driving operation, the electric machine (9) is operated in a motorized manner, a driving gear is engaged in the second sub-transmission (7), and both clutches (6, 8) are disengaged.

Abstract: A transmission system of a hybrid electric vehicle may include a first shaft connected to an engine, a first hollow shaft disposed without rotational interference with the first shaft and provided with a first output gear, a second hollow shaft disposed without rotational interference with the first hollow shaft and provided with a second output gear, a second shaft disposed in parallel with the first shaft and operably connected to the first shaft and the first hollow shaft through a gear unit so as to selectively transmit torque of the first shaft to the first hollow shaft, a clutch selectively connecting the second shaft to the first hollow shaft, a first motor/generator operably connected to the second hollow shaft, and a second motor/generator operably connected to the second shaft.

Abstract: A system and method can control a transmission during a flying engine start. The method includes receiving a request for an internal combustion engine to be started while a vehicle is solely driven by an electric motor-generator. Further, the method determining a time lapse between a moment when a first clutch starts to be filled and a moment when a second clutch starts to be filled such that the first clutch and the second clutch reach first and second clutch pressure thresholds, respectively, at substantially the same time. The method includes transferring transmission fluid to the first clutch and transferring transmission fluid to the second clutch after the determined time lapse has passed since the first clutch started to be filled.

Abstract: A method of controlling a mobile work machine having a reversing gearbox. The driving direction reversal is initiated by detecting a driving direction reversal command. A change of the torque transmission from a current driving direction to a new driving direction is carried out as a powershift. Braking for the driving direction reversal occurs in a manner so as to recuperate energy. Furthermore, a device for controlling a mobile work machine, in particular for implementing the method, is also disclosed.

Abstract: A power transmission system of a hybrid electric vehicle may include a first input device, a torque transmitting device, a second input device, an output device, and a final reduction device. The first input device may receive either or both of torques of an engine and a first motor/generator. The torque transmitting device may be disposed at a rear or downstream of the first input device and selectively receive torque from the first input device. The second input device may be disposed at a rear or downstream of the torque transmitting device, convert torque of a second motor/generator, and output the converted torque. The output device may receive torque from the torque transmitting device and/or the second input device and output the torque. The final reduction device may output the torque transmitted from the output device as driving torque.

Abstract: A hybrid vehicle control apparatus is provided with: a first replacement controlling device which replaces regenerative braking torque of the rotating electrical machine by engagement torque of the clutch if probability of starting an internal combustion engine is high on demand of changing a connection state between a rotating electrical machine and a transmission mechanism in regenerative braking by the regenerative braking torque of the rotating electrical machine; and a second replacement controlling device which replaces the regenerative braking torque by friction braking torque if the start probability is low on the change demand.

Abstract: A vehicle includes an engine having a crankshaft, a transmission having an input, and a torque converter mechanically coupled to the input. The vehicle further includes an electric machine mechanically coupled to the torque converter, a clutch configured to mechanically couple the electric machine and crankshaft, and one or more controllers. The one or more controllers are programmed to, in response to the transmission being in a drive or reverse gear and a speed of the vehicle being less than a predetermined value in an absence of driver demand, control the electric machine to achieve a target speed to cause the torque converter to output torque such that the speed of the vehicle approaches a generally constant speed less than or equal to the predetermined value when the vehicle is on a generally flat grade.

Abstract: A power transmission system of a hybrid electric vehicle which uses an engine and first and second motor/generators as power sources may include an input device having a first input shaft receiving either or both of torques of the engine and the first motor/generator and provided with a first driving gear disposed thereon, and a second input shaft disposed in parallel with the first input shaft, receiving a torque of the second motor/generator, and provided with a second driving gear disposed thereon, an output device including an output shaft provided with one driven gear engaged with the first driving gear, a second driven gear engaged with the second driving gear, and an output gear disposed thereon, and outputting torque transmitted from the input device, and a final reduction device outputting torque transmitted from the output device as driving torque.

Abstract: A hybrid vehicle having a brake function includes a hybrid starter and generator (HSG) for starting an engine or generating electricity by the engine. A clutch is disposed on a route for transmitting torque of the engine to a wheel, wherein the clutch selectively transmits the torque. A motor is disposed at a rear side of the clutch on the route, wherein the motor adds torque or generates electricity. An inverter is electrically connected to the HSG and the motor, and a battery is electrically connected to the inverter, wherein the battery stores or outputs electrical energy. A controller releases the clutch, controls the motor to generate the electricity through the torque transmitted from the wheel to the motor, and controls the HSG to consume the electricity generated from the motor, if a braking demand condition is satisfied.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine is started and idled before engine torque is required so that driveline torque response may be improved.

Abstract: A hybrid transmission includes a transmission having a selectable clutch device effective when engaged to mechanically couple an internal combustion engine to a first axle at a fixed engine speed to axle speed ratio. A method for starting the engine includes executing an engine start event including spinning and fueling the engine such that an engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio, and engaging said selectable clutch device after the engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio.

Abstract: A method for operating a powertrain system includes executing a transmission shift between an initial electrically-variable transmission (EVT) range and a target EVT range. The transmission shift includes transitioning to operating with three speed degrees of freedom including controlling speed of a second torque machine to synchronize speed of an oncoming clutch associated with the target EVT range and coincidentally controlling speeds of a first torque machine and an engine to achieve a preferred speed of the output member of the transmission. The transmission shift further includes controlling torque output from the first torque machine in response to an output torque request, and activating the oncoming clutch upon synchronizing the speed of the oncoming clutch. Subsequent to the transmission shift, the powertrain system is operated in the target EVT range.

Abstract: A drive control device for a hybrid vehicle provided with: a first differential mechanism having a first rotary element connected to a first electric motor, a second rotary element connected to an engine, and a third rotary element connected to an output rotary member; a second differential mechanism having a first rotary element connected to a second electric motor, a second rotary element, and a third rotary element, one of the second rotary element and the third rotary element being connected to the third rotary element of said first differential mechanism; a clutch configured to selectively couple the second rotary element of said first differential mechanism, and the other of the second and third rotary elements of said second differential mechanism which is not connected to the third rotary element of said first differential mechanism, to each other; and a brake configured to selectively couple said other of the second and third rotary elements of said second differential mechanism which is not connecte

Abstract: A powertrain comprising an engine, a motor, a disconnect clutch connected between the engine and the motor, and a transmission. The transmission is connected to the motor by a torque converter and lock-up clutch and selectively and indirectly connected to the engine by the disconnect clutch. A controller receives an engine torque output signal and reduces the torque output of the engine to the clutch capacity limit value. A system and a method are also provided for controlling a powertrain for a hybrid vehicle.

Abstract: A transmission system for a four wheel drive hybrid electric vehicle includes: an input shaft selectively connected to a front wheel transmission housing while being connected to an output shaft of an engine; a first motor/generator having disposed in the front wheel transmission housing; a second motor/generator having a function of the motor and the generator and connected to a rear wheel output gear disposed in a rear wheel transmission housing; a planetary gear set on the input shaft and including three rotating elements, in which among three rotating elements, a first rotating element is directly connected to the first motor/generator and selectively connected to the input shaft, a second rotating element is directly connected to the input shaft, and a third rotating element is selectively connected to a front wheel output gear; and a connection unit disposed at a selective connection part.

Abstract: A transmission system for a hybrid electric vehicle includes an input shaft connected to an output side of an engine, first and second motors/generators having a function of a motor and a generator and disposed in a transmission housing, a planetary gear set disposed on the input shaft and including three rotating elements, in which among three rotating elements, a first rotating element is directly connected to the first motor/generator and selectively connected to the input shaft and the transmission housing, a second rotating element is directly connected to the input shaft, and a third rotating element is connected to an output gear and connected to the second motor/generator, and a connection unit disposed at the selective connection part.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operating modes may be manually selected to improve hybrid driveline operation during off road conditions. The approaches may improve vehicle drivability and reduce driveline degradation.

Abstract: A vehicle powertrain includes a first rotatable member and a second rotatable member. A clutch has an engaged state in which torque is transferred between the first rotatable member and the second rotatable member through the clutch. The clutch has a disengaged state in which torque is not transferred between the first rotatable member and the second rotatable member through the clutch. A clutch actuator includes a motor-generator that has a rotor rotatably drivable by one of the first rotatable member and the second rotatable member, and has a stator powerable to rotatably drive the rotor relative to said one of the first rotatable member and the second rotatable member. A controller is operatively connected to the stator and is configured to control the motor-generator to function as a generator to provide torque on the rotor. The motor-generator provides electrical power to a vehicle component.

Abstract: A control device controls a vehicle drive device including an input member connected to and driven by an internal combustion engine; an intermediate member connected to and driven by a rotating electrical machine; an output member connected to and driven by a wheel; a first engagement device provided between the input member and the intermediate member; and the second engagement device provided between the intermediate member and the output member. The rotating electrical machine generates power while the first engagement device is directly engaged, and has a differential rotation control region wherein the first engagement device is moved from direct engagement to slipping engagement and the second engagement device is moved from disengagement to slipping engagement during special takeoff control, which controls the vehicle so as to take off while the second engagement device is disengaged and the rotating electrical machine is generating power.

Abstract: After an engine starts, a rotation speed of the engine is fed back to a target rotation speed that is defined in response to requested power for the engine. In addition, by operating a gear ratio of a CVT, a rotation speed of an output side of a one-way bearing is fed back to the target rotation speed.

Abstract: A control device of a hybrid vehicle includes an engine, an electric motor configured to output power for running and power necessary for starting the engine, and a connecting/disconnecting clutch connecting/disconnecting a power transmission path between the engine and the electric motor, and the control device is configured to start the engine while the connecting/disconnecting clutch is controlled toward engagement during motor running for running by using only the electric motor as a drive force source for running with the connecting/disconnecting clutch released.

Abstract: In a parallel hybrid vehicle having and internal combustion engine and an electric motor operatively connected to a transmission shaft, a multimode mechanical clutch selectively couples an output shaft of the internal combustion engine to the transmission shaft. The multimode clutch has a two-way unlocked mode where the output shaft and transmission shaft can rotate independently in either direction, and a one-way locked, one-way unlocked mode where the shafts are locked to rotate together in one direction and unlocked for independent rotation in the opposite direction. The clutch may also have a two-way locked mode where the shafts rotate together in both directions. Pawls may be provided to engage and disengage as needed to execute the modes of the multimode clutch actuator.

Abstract: A hybrid drive of a motor vehicle having an automated manual transmission with two input shafts and a common output shaft. The first input shaft can be connected to the drive shaft of an internal combustion engine by a clutch and can be brought into a drive connection to the output shaft by a first group of shiftable gearwheel sets. The second input shaft has a drive connection to the rotor of an electric machine, which can operate as a motor and a generator, and can be brought into a drive connection with the output shaft by a second group of selectively shiftable gearwheel sets. The input shafts can be coupled by coupling-shift element. The hybrid drive is provided with a second electric machine, which can operate as a motor and a generator and has a rotor that can be connected to the first input shaft.

Abstract: If, in uphill deceleration determination procedure, it is determined that the vehicle is being decelerated on an uphill slope, a transmission shift lever is in D range, the motor is in order, the start gear is a first specified gear or lower, a to-be-selected traveling gear is a second specified gear or lower, an actual even-numbered gear is a third specified gear or higher, and actual odd-numbered gear is a fourth specified gear or higher, a first, a second and a third synchronizer mechanisms are put in neutral position to create a state in which no gear is selected. Then, a shift to a gear suited for re-acceleration is conducted by activating operating the first, second and the third synchronizer mechanisms.

Abstract: When a vehicle is to be started solely by a motor immediately after an engine is started or the shift position has been changed from N range to D range, a delay time for delaying pre-charge of first and second clutches is set in accordance with operating oil temperature. The pre-charge is executed after a lapse of the delay time.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine is accelerated to a speed of a driveline integrated starter/generator before the engine is coupled to the driveline integrated starter/generator.

Abstract: A control device of a vehicle including an engine, an electric motor, and a clutch configured to achieve a mechanically directly-coupled state of a power transmission path between the engine/the electric motor and drive wheels, the control device causing the clutch to be slip-engaged or released when the engine is started during motor running in which only the electric motor is used as a drive force source for running with the clutch engaged, the control device being configured such that when the clutch is engaged during the motor running, an engagement pressure is made lower than an engagement pressure when the clutch is engaged during engine running in which at least the engine is used as a drive force source for running, and in the case of running with the clutch engaged, the engagement pressure of the clutch is constantly adjusted based on output torque of the electric motor during the motor running, while the engagement pressure of the clutch is not adjusted during the engine running.

Abstract: A vehicle power transmission device has a torque converter including an input-side rotating member, an output-side rotating member, a stator and a case including a first chamber and a second chamber separated by a bulkhead, and the first chamber and the second chamber being oil-tightly isolated from each other by an oil seal. The vehicle power transmission device is disposed with a thrust bearing between the input-side rotating member and the stator, which is disposed to partially or entirely overlap with the oil seal and a one way clutch disposed between the stator and a non-rotating member which supports the stator. A portion of the one way clutch protrudes toward the second chamber, the input-side rotating member having an annular projecting portion, and the annular projecting portion houses the thrust bearing and the portion of the one way clutch.

Abstract: A method predicts transfer torque of a dry clutch in a vehicle, in which a characteristic of transfer torque of the dry clutch caused by a stroke of a clutch actuator is accurately detected in a process of detecting a characteristic of a transmission when the vehicle is finished in an assembly line, and is applied to the control of the dry clutch using the clutch actuator, thereby previously preventing a phenomenon in which an excessive slip and an impact occur at the dry clutch and thus improving shift performance, for instance, securing durability of the dry clutch, or obtaining smooth shift feeling.

Abstract: A method for operating a hybrid vehicle, having at least one first drive unit and one second drive unit, the second drive unit being started by at least one portion of the drive torque provided by the first drive unit in that the clutch situated between the first drive unit and the second drive unit is brought from a disengaged state into a slipping state. To improve the driving comfort of the hybrid vehicle during a start or a stop of the internal combustion engine, at least two clutches are shifted into the slipping state for starting the second drive unit.

Abstract: A power transmission apparatus includes a drive shaft, a driven shaft, a first transmission device, a first one-way power transmission mechanism, a second transmission device, a second one-way power transmission mechanism, and a controller. The first transmission device is to change power of the drive shaft. The first one-way power transmission mechanism is to transmit power changed by the first transmission device only in one direction to the driven shaft. The second transmission device is to change power of the driven shaft. The second one-way power transmission mechanism is to transmit power changed by the second transmission device only in one direction to the drive shaft. The controller is configured to change ratios of the first transmission device and the second transmission device. The controller is configured to make the ratio of the first transmission device larger than the ratio of the second transmission device.

Abstract: A hybrid mechanism is provided, including: an engine, a first motor, a second motor, a clutch, a hybrid unit, a differential, and a battery. The clutch, the second motor and the engine are sequentially coupled to one end of the hybrid unit, and the first motor and the battery are coupled to the other end of the hybrid mechanism. The battery provides supplying currents to the first motor or the second motor or receives range-extend currents from the second motor. The hybrid unit includes a first sun gear, a second sun gear, at least one planetary gear coupled to the first and second sun gears, and a planet carrier coupled to the at least one planetary gear. The hybrid mechanism has four modes. The hybrid unit harmonizes the first driving force from the first motor and the engine and the second driving force from the second motor and outputs a harmonized driving force to the differential.

Abstract: Systems and methods for operating and hybrid driveline are presented. In one example, driver demand torque may be supplied to vehicle wheels via a hydraulic torque path and a friction torque path. Torque is distributed between the friction torque path and the hydraulic torque path in a way that ensures that driver demand torque is met and the friction torque path transfers torque up to its capacity.

Abstract: A device and method for controlling a clutch of a hybrid vehicle controls an engagement and a disengagement of an engine clutch installed between an engine and a motor. The device includes a acceleration request sensor for sensing driving situations in which acceleration is needed immediately after deceleration of the hybrid vehicle in a state where the engine clutch is engaged. A controller maintains the engagement state of the engine clutch even though a disengagement condition of the engine clutch is satisfied when receiving a sensed signal of the acceleration request sensor.

Abstract: The control system for an automatic transmission may include, a detecting portion of driving information adapted to detect the driving information including a temperature of an engine coolant, temperature of a transmission oil, a positional change of an accelerator pedal, a current shift-speed, and driving speed. a control portion adapted to determine a virtual positional change of the accelerator pedal based on an actual positional change of the accelerator pedal and a tip-in speed transmitted from the detecting portion of driving information, to determine a target shift-speed according to the actual positional change of the accelerator pedal or the virtual positional change of the accelerator pedal and the driving speed, and to control a shift to the target shift-speed. an actuator adapted to engage the target shift-speed according to a control signal received from the control portion.

Abstract: A vehicle has an engine, an upstream clutch, an electric machine, a downstream clutch, a transmission gearbox, and a controller. The controller is configured to: (i) control engagement of the downstream clutch, (ii) monitor a vehicle torque, and (iii) control electric machine torque to a designated rate when the vehicle torque changes direction and the electric machine is operating. A method for controlling a hybrid vehicle includes engaging a clutch downstream of the electric machine, monitoring a vehicle torque, and controlling electric machine torque to a designated rate when vehicle torque changes direction and the electric machine is operating. A hybrid vehicle system has an electric machine and a controller configured to (i) control electric machine torque to a designated rate within a time zone, and (ii) control at least one of the electric machine torque and an engine torque to meet driver demand outside of the zone.

Abstract: An ECU executes a program including the steps of carrying out low-load control when an IG OFF operation is performed, when a vehicle is running, and when stop of an engine is not permitted, carrying out gate cut-off control, ending low-load control and gate cut-off control when a brake pedal has been operated, when a vehicle speed is lower than a threshold value, or when a prescribed time period has elapsed since the IG OFF operation, permitting stop of the engine, and carrying out fuel cut control.

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 system and method for controlling a vehicle having an electric traction motor coupled to a transmission by a clutch include modifying torque transmitted to the driveline by modifying the clutch apply pressure in response to a difference between rotational speed of a driveline component and a filtered rotational speed of the driveline component to reduce driveline oscillation when the clutch is unlocked. The clutch pressure may be modified in response to a vehicle event that may otherwise induce driveline oscillations, such as a transmission ratio change or regenerative braking, for example.