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 user commanded shift of the transmission, control the electric machine speed to a designated speed based on gearbox output speed and the transmission gear ratio after the shift, thereby synchronizing speeds across the gearbox for the shift. A method for controlling a hybrid vehicle provides, in response to a user commanded shift of an automatic transmission gearbox, controlling an electric machine speed to a target speed based on the transmission gear ratio after the shift where the target speed is synchronized with the transmission gearbox output speed.

Abstract: Embodiments of control apparatus for hybrid vehicles are described which reduce the heat generated by a clutch and improve the response of the hybrid vehicle when an operator requests a high degree of acceleration while starting the engine and the transmission is required to perform a shift-down. In one embodiment, when the engine is required to start while the transmission is required to perform a shift-down action, the control apparatus holds a hydraulic pressure of a releasing side clutch of the transmission at a predetermined lowest stand-by value preventing a slipping action of the releasing side clutch, while a clutch K0 between the motor and engine is placed in a slipping state, and reduces the hydraulic pressure of the releasing side clutch from the lowest stand-by value in the slipping state of the clutch K0 after the clutch K0 is placed in the fully engaged state.

Abstract: Systems and methods for learning torque estimate errors and updating torque estimation models are presented. In one example, torque errors are learned during an engine shut-down, after a disconnect clutch coupled between an engine and an electric machine has been released. An updated torque estimation model is then used to control torque during subsequent engine operation to improve drive feel and vehicle performance.

Abstract: A system includes a hybrid power train including an engine, a first electrical torque provider, and a second electrical torque provider. The system further includes a load mechanically coupled to the hybrid power train. The hybrid power train further includes a clutch coupled to the engine and the second electrical torque provider on a first side, and coupled to the first electrical torque provider and the load on a second side. The system further includes an electrical energy storage device electrically coupled to the electrical torque providers. The system further includes a controller that performs operations to smooth torque commands for the engine and the second electrical torque provider in response to determining that a clutch engage-disengage event occurring or imminent.

Abstract: A hybrid powertrain unit includes an internal-combustion engine, and a gearbox device with a primary shaft that can be connected to the shaft of the internal-combustion engine via a clutch device. The gearbox device includes a secondary shaft with an output pinion meshing with a first crown wheel of a differential, the casing of which is rigidly connected to the casing of the gearbox device. An electrical machine is designed to function as electric motor and as electric generator, having a shaft connected by a transmission to a second crown wheel of the differential. An engagement device driven via an electronic control actuator is set between the shaft of the electrical machine and the second crown wheel. The electrical machine can be set coaxially to the output shafts of the differential or parallel thereto. Alternatively, the shaft of the electrical machine may be connected to the shaft of the internal-combustion engine by means of a belt transmission and engagement device.

Abstract: A hybrid vehicle control device is provided with an engine, a motor/generator, a first clutch, an automatic transmission, a second clutch, and a controller having a simultaneous process selection control section. The simultaneous process selection control section performs engine startup control and downshift control in parallel in cases where the torque outputtable by the motor subsequent to downshifting during overlap of an engine startup request and a downshift request is equal to or greater than the engine startup torque, or performs engine startup control first then downshift control in cases where the torque outputtable by the motor subsequent to downshifting is less than the engine startup torque.

Abstract: A control device of a hybrid vehicle includes an engine, a motor/generator, a first clutch, an automatic transmission, a second clutch, and startup/shifting simultaneous processing section. When engine speed increase control for increasing the engine speed by the motor/generator in order to start up the engine during travel and downshifting control of the automatic transmission are processed in parallel, the startup/shifting simultaneous processing section uses the motor torque of the motor/generator to increase the increase of input speed by the downshifting control to a target input speed while engine speed increase control is being performed by the motor/generator.

Abstract: A vehicular motor drive device is provided with an electric motor and a speed reducer having two gear trains capable of switching a fixed gear ratio. Driving force curves, which are determined depending on an output characteristic of the motor and represent a relationship between an output rotation speed in the respective gear train and an output torque, which is obtainable maximally at such output rotation speed, have a constant torque curve section, a gradually decreasing torque curve section and a constant speed curve section. The gear trains have respective speed reduction ratios such that the driving force curve of a gear train having a larger speed reduction ratio and the driving force curve of a gear train having a smaller speed reduction ratio continue to and partially overlap with each other in the gradually decreasing torque curve sections.

Abstract: A vehicle parking apparatus includes an engine, an electric motor, a transmission apparatus, a parking detection member, and a control unit. The transmission apparatus includes a first gear train configured to connect between the engine and a driving wheel, a second gear train configured to connect between the electric motor and the driving wheel, and a first switching mechanism selectively connecting and disconnecting between a predetermined first rotation element in the first gear train and a predetermined second rotation element in the second gear train. The control unit connects between the engine and the driving wheel by the first gear train, disconnects between the electric motor and the driving wheel by the second gear train, and disconnects the second gear train from the first gear train by the first switching mechanism in a case where the parking detection member detects the parked state of the vehicle.

Abstract: This manual transmission includes an input shaft Ai to which power is input from an internal combustion engine E/G through a clutch C/T, an output shaft Ao to which power is input from an electric motor M/G, and a plurality of EV travel gear stages (EV, EV-R) in which no power transmission system is established between the input shaft Ai and the output shaft Ao, and a plurality of HV travel gear stages (2-nd to 5-th) in which a power transmission system is established between the input shaft Ai and the output shaft Ao. On an H-type shift pattern, the shift completion position of the EV travel gear stage for forward travel (EV) is disposed at the forward end of the leftmost shift line, and the shift completion position of the EV travel gear stage for reverse travel (EV-R) is disposed at the rearward end of the rightmost shift line.

Abstract: A power transmission control device is used for a hybrid vehicle including an internal combustion engine and a motor (MG) as power sources, and includes a manual transmission and a friction clutch. A torque of the motor (MG torque) is generally adjusted to the smaller one (=MG torque final reference value) of an MG torque reference value determined based on an accelerator opening and an MG torque limit value determined based on a clutch return stroke. Based on satisfaction of a predetermined condition relating to a clutch pedal operation performed by a driver, the MG torque is intentionally adjusted to a value shifted from the MG torque final reference value in place of the MG torque final reference value. As a result, a driving force which is more appropriate or better meets a driver's intention can be obtained.

Abstract: A control device of a vehicle drive device includes: a hydraulic power transmission device having a lockup clutch mechanically coupling an input-side rotating member to which power from an engine is input and an output-side rotating member outputting power to drive wheels; and an electric motor coupled to a power transmission path between the hydraulic power transmission device and the drive wheels. If regeneration braking of a vehicle is performed with the electric motor, an engagement force of the lockup clutch is made larger when a vehicle speed related value varying depending on a vehicle speed is higher.

Abstract: The manual transmission of this apparatus includes an input shaft Ai to which power is input from an internal combustion engine E/G through a clutch CIT and an output shaft Ao to which power is input from an electric motor M/G. This transmission has a plurality of EV travel gear stages (EV, EV-R) (different from the neutral) in which no power transmission system is established between the input shaft Ai and the output shaft Ao, and a plurality of HV travel gear stages (2-nd to 5-th) in which a power transmission system is established between the input shaft Ai and the output shaft Ao. On an H-type shift pattern, the shift completion position of one EV travel gear stage for forward travel and the shift completion position of one EV travel gear stage for reverse travel are disposed at opposite ends of a common shift line.

Abstract: A drive wheel and suspension for a vehicle for mounting on a steering post to provide both a steering capability and propulsion to the vehicle. The drive wheel and suspension provides a spring suspension for that wheel of the vehicle, as well as what is effectively vehicle body mounting of the propulsion system so as to minimize un-sprung weight and to provide a compact assembly to support a suitable aesthetic and protective fender over the drive wheel and suspension.

Abstract: A control device for controlling a transmission configured such that when the speed change mechanism performs switching to a shift speed with a lower speed ratio in a negative torque prediction established state in which predicted input torque is negative, the predicted input torque being a predicted value of input torque input to the input member a predetermined determination reference time later, and being derived on the basis of variations in the input torque, special speed change control is executed in which a disengagement hydraulic pressure is lowered to cause a disengagement element to slip, and the disengagement element is maintained in a slipping state over an entire speed change process, which extends from a time point when the disengagement element starts slipping to a time point when a rotational speed is synchronized with a rotational speed of the input member.

Abstract: A fuel tank for a hybrid vehicle is disclosed. In one example approach, a fuel tank for a vehicle comprises a wave catcher extending through an interior of the fuel tank and coupled to a front wall and a first side wall of the fuel tank.

Abstract: A ventilation device including: a first enclosure including a first passage configured to be connected to a canister outlet and the atmosphere, and a normally closed shutter device configured to open to release the first passage; a second enclosure including a second passage configured to be connected to the canister inlet and a fuel tank, and a normally open shutter device configured to close to shut the second passage, the second passage being separate from and not in communication with the first passage; and a combined pressure/vacuum relief valve or OPR and UPR valve pair situated in or fastened to a bypass of the first passage configured to establish a connection between ends of the first passage when the shutter device is closed and when there is over- or under-pressure in the ends. A fuel system can include the device and a hybrid vehicle can include the fuel system.

Abstract: A method for reducing a driving power of a vehicle drive includes detecting a temperature difference between a temperature of at least one component of the vehicle drive and a temperature threshold value, detecting an instantaneous driving state of the vehicle drive, establishing whether or not the instantaneous driving state allows for a reduction in the driving power of the vehicle drive, and reducing the driving power of the vehicle drive for lowering the temperature of the at least one component in order to increase the temperature difference if the instantaneous driving state allows for the reduced driving power.

Abstract: A method is applied to regenerate particulate matter in a particulate filter of a hybrid electric vehicle having a combination of a combustion engine and an electric motor for propelling the vehicle, the hybrid electric vehicle having an electrically heated catalyst disposed in flow communication with the particulate filter in an exhaust system of the vehicle. The method determines whether the combustion engine is or is not combusting fuel, and under a condition where the combustion engine is not combusting fuel, the catalyst is electrically heated until it has reached a temperature suitable to cause ignition of the particulate matter. The electric motor is used to facilitate rotation of the combustion engine at a rotational speed suitable to draw air into and be exhausted out of the combustion engine into the exhaust system, across the catalyst, and into the particulate filter to facilitate ignition of the particulate in the filter.

Abstract: A method for controlling a hybrid powertrain includes monitoring input torque of an input member and may include determining an oscillation torque. The method monitors critical vehicle characteristics, including at least a transmission operating mode and an input speed, and operates the powertrain at the input torque. The method compares input torque to a minimum threshold or oscillation torque to a fatigue threshold and identifies a first critical event, which occurs when input torque exceeds the minimum threshold or oscillation torque exceeds the fatigue threshold. The method identifies a first peak with the on-board controller during the first critical event. Peak events occur when the monitored input torque or oscillation torque changes between positive and negative slope. The method identifies a first CVC set occurring with the first peak and may record the first CVC set and the first peak in a look-up table.

Abstract: Disclosed herein is a fail-safety control method for a hybrid vehicle. The method includes a hybrid control unit which, when commands for demand torque are received from a driver, giving instructions to a motor control unit to generate the demand torque, determining whether or not to a normal torque corresponding to the demand torque is being generated by the motor control unit according to the instructions from the hybrid control unit, and if it is determined that an abnormal torque is being generated by the motor control unit, giving commands to output an interrupt signal to interrupt operation of the motor control unit.

Abstract: An azimuthing drive system is provided for marine vessels. The azimuthing drive system includes a propulsion pod that houses a propulsor, which is configured to rotate about a first axis and to be driven by a first shaft generally orthogonal to the first axis. The propulsion pod is configured to swivel about the first shaft. The drive system also includes a gearbox connected to drive the first shaft, a diesel engine connected to drive the gearbox via a second shaft, and an electric motor connected to drive the first shaft via the gearbox or directly, whereby propulsion loads are shared between the diesel engine and the electric motor.

Abstract: A drive engages a shaft (4) and, via at least one shaft (5, 6) of a transmission, an electric machine. An output can be connected to another shaft (9). During gear shifts, the shafts (4, 5, 6, 9) are couple such that the rotational speed of the shaft (5, 6), which can couple the electric machine when torque at the shaft (9) is equivalent to the torque of the electric machine, and is a product of the gear ratio between the shaft (5, 6) and the shaft (9) and the rotational speed of the shaft (9) or, when torque present at the shaft (9), is equal to the torque of the drive engine or electric machine, and is a sum of the product of the rotational speed of the shaft (4) and a first variable, and the product of the rotational speed of the shaft (9) and a second variable.

Abstract: An object of the present invention is to provide a construction machine that can reduce particulate matter (PM) or nitrogen oxide (NOx) discharged from an internal combustion engine mounted on the construction machine. The construction machine 200 includes a diesel engine 101 controlled based on a torque command, an electric motor 102 mechanically connected to the diesel engine, an electric energy storage device 111 that supplies electric power to the electric motor, and a hydraulic pump 103. The construction machine performs work by driving the hydraulic pump using the diesel engine and the electric motor. A speed control device 118 controls a speed of the electric motor 102 based on a speed command. A torque limiter 115 obtains the torque command having a rate of change with time limited based on a torque target.

Abstract: A torque control device for use in a hybrid vehicle equipped with a generator driven by an internal combustion engine has a command value calculator that calculates an engine torque command value and a rotation speed command value of the generator based on a target generation power of the generator set in accordance with a running state of the hybrid vehicle, a generator torque command value calculator that calculates a generator torque command value to cause a rotation speed calculation value to match the rotation speed command value, a generator controller that controls the generator based on the generator torque command value, a rotation speed detector that detects a rotation speed detection value of the generator, and a pulsation removal filter.

Abstract: Controlling a hybrid vehicle includes: reducing a rotation speed of a motor generator before a locking apparatus that locks the motor generator is switched from a disengaged condition to an engaged condition; starting to switch the locking apparatus to the engaged condition when the rotation speed decreases to a predetermined operation permission rotation speed; controlling the locking apparatus such that from the start of the switch to the engaged condition onward, the rotation speed decreases from the operation permission rotation speed to an engagement rotation speed with the motor generator in the engaged condition; and controlling the locking apparatus such that a decrease rate of the rotation speed when switching from the disengaged condition to the engaged condition in a low torque operation mode is higher than the decrease rate of the rotation speed when switching from the disengaged condition to the engaged condition in a high torque operation mode.

Abstract: A vehicle control system to control operation of a vehicle includes a powertrain system operable according to a plurality of operating modes that drive the vehicle. A sensor is mounted to the vehicle to detect a quality of air surrounding the vehicle. A vehicle control module is configured to select an operating mode of the powertrain system. The operating mode is selected to reduce at least one emission exhausted from the vehicle that contributes to a low air quality measure by the sensor.

Abstract: A vehicle using a first MG, a second MG, and an engine as drive sources includes an electric oil pump, a mechanical oil pump driven by power of the engine, and a hydraulic circuit. The hydraulic circuit includes first oil passages for supplying oil to the first MG, a second oil passage for supplying oil to the second MG, a switch-over valve capable of switching over states of communication of the first oil passage, and a switch control valve that outputs pilot hydraulic pressure to the switch-over valve. States of the switch-over valve are switched over in accordance with hydraulic pressure from the switch control valve and hydraulic pressure from the mechanical pump.

Abstract: In a hybrid vehicle, a criterion temperature for locking a first electric motor/generator is set to a first temperature when the engine is in a reduced-cylinder operation. The criterion temperature is set to a second temperature that is lower than the first temperature, when the engine is in an all-cylinder operation. If the temperature of the first electric motor/generator is higher than the criterion temperature, the first electric motor/generator is set to a locked state.

Abstract: A hybrid transmission providing multiple modes of operation in a compact package. The hybrid transmission utilizes compact electric motors and features simple construction in comparison to conventional hybrid transmissions.

Abstract: A method and system for setting a learning period of an engine clutch of a hybrid vehicle are provided. The engine clutch controls a connection of power between an engine and a motor of a hybrid vehicle, and the method includes: detecting and accumulating a launch slip time of the engine clutch; detecting and accumulating a launch slip entry number of times of the engine clutch; detecting and accumulating a time in which a temperature of the engine clutch exceeds a setting temperature; detecting and accumulating a number of times in which the temperature of the engine clutch exceeds the setting temperature; and setting a learning period of the engine clutch based on at least one of the launch slip accumulation time, the launch slip entry accumulation number of times, the setting temperature exceeding accumulation time, and the setting temperature exceeding accumulation number of times.

Abstract: A gear-change device includes a primary shaft, a secondary shaft, and a third shaft, which bears both a gear of the reverse and an output pinion meshing with a gear of a differential. The third shaft is connected via a gear reducer to the shaft of an electrical machine, the casing of which is rigidly connected to the easing of the gear-change device.

Abstract: For controlling a recuperation behavior in a motor vehicle having a hybrid drive or an electric drive, a basic value of a recuperation torque which is to be used for recuperation is predefined and/or can be set by at least one first operating element, a second operating element is used to set an intermediate value deviating from a basic value for the recuperation torque, after the intermediate value has been set by an operator temporarily, in particular for at least one coasting phase, the intermediate value is used as a recuperation torque, after which switching back to the basic value occurs where a resetting operation is entered.

Abstract: A method of controlling a level of fluid in a main sump of a transmission includes opening an auxiliary reservoir with a first valve when fluid temperature in the main sump is at or below the predetermined temperature. The first valve is opened to increase the level of fluid in the main sump to at least a predetermined height so that transmission rotating components contact the fluid and generate splash lubrication. When the transmission is transmitting torque and the fluid is above the predetermined temperature, the level of fluid in the main sump is maintained below a predetermined height with closed first valve, such that the rotating components do not contact the fluid inside the main sump. A fluid pump alone is sufficient to lubricate the rotating components above the predetermined temperature and sufficient to lubricate the rotating components at or below the predetermined temperature only with splash lubrication.

Abstract: An adapter module for a dual clutch transmission in a drivetrain is provided. The dual clutch transmission has a first input shaft and a second input shaft concentric with the first input shaft, a mainshaft, an output shaft, and a countershaft offset from the first and second input shafts. The countershaft is drivably connected to the first input shaft, the second input shaft, and the mainshaft. An alternative power source including an electric machine is provided for the drivetrain. An adapter module is disposed between the dual clutch transmission and the alternative power source. The adapter module has an adapter gearset connecting the electric machine to the dual clutch transmission and at least one clutch configured to (i) selectively drivingly connect the electric machine to the output shaft, and (ii) selectively drivingly connect the electric machine to the countershaft.

Abstract: A control method and system for limiting a maximum speed of an engine and a motor of a hybrid vehicle that includes an engine clutch configured to control power transmission between the engine and the motor. The control method includes determining whether speed of the engine exceeds a predetermined maximum engine speed, determining whether speed of the motor exceeds a predetermined maximum motor speed, limiting the speed of the engine based on a predetermined engine torque profile when the speed of the engine exceeds the predetermined maximum engine speed, and limiting the speed of the motor based on a predetermined motor torque profile when the speed of the engine exceeds the predetermined maximum engine speed.

Abstract: A control device for a hybrid vehicle is equipped with an engine, an electric motor, and a damper that is interposed in a motive power transmission path between the engine and the electric motor. The control device is equipped with a hysteresis mechanism and a controller. The hysteresis mechanism is provided in the damper, is configured to have a characteristic that a hysteresis torque that is generated due to a twist of the damper, which transmits a driving force from the electric motor toward the engine, in a negative direction is larger than a hysteresis torque that is generated due to a twist of the damper, which transmits a driving force from the engine toward the electric motor, in a positive direction, and is configured to reduce an engine rotational speed by the electric motor in stopping the engine.

Abstract: A method and system for controlling anti-jerk of a hybrid vehicle reduce shift vibration and shock by reverse phase controlling a drive motor during gear-shifting of a hybrid vehicle without a torque converter. The method includes determining whether a gear-shifting command is outputted from a transmission control unit of the hybrid vehicle; when it is determined that the gear-shifting command is outputted, confirming a gear-shifting range divided into at least three phases in accordance with the gear-shifting command; determining whether the corresponding divided gear-shifting range is an anti-jerk allowed gear-shifting range; and when it is determined that the corresponding gear-shifting range is the anti-jerk allowed gear-shifting range, reverse phase controlling a drive motor of the hybrid vehicle by a predetermined value in order to reduce or attenuate vibration and shock generated in the corresponding gear-shifting range.

Abstract: A power transmission system may include: an input shaft receiving engine torque; a first planetary gear set disposed on the input shaft and including a first sun gear selectively connected to a transmission housing, a first ring gear directly connected to the input shaft, and a first planet carrier; a second planetary gear set disposed on the input shaft and including a second sun gear, a second ring gear selectively connected to the first ring gear and selectively connected to the transmission housing, and a second planet carrier directly connected to the first planet carrier and directly connected to an output gear; a first motor/generator directly connected to the first sun gear; and a second motor/generator directly connected to the second sun gear.

Abstract: A method and system for controlling a running mode change that prevent shock generated when releasing an engine clutch in changing from a running mode to another running mode. The method includes detecting, by a controller, a running mode change occurring in the hybrid vehicle and determining whether to change a state of the engine clutch from a lock-up state to an open state while the running mode change is being processed. The controller is further configured to slip-control the engine clutch to prevent torque occurring at a point in time when the engine clutch is changed to the open state from being transmitted to a driving shaft connected to the transmission, when the state of the engine clutch is determined to be changed from the lock-up state to the open state.

Abstract: A method for controlling a hybrid drive of a vehicle is provided, for which a target drive torque (Ttarget) is provided by the internal combustion engine or the electrical engine, as the case may be, depending on an accelerator pedal position (AP) through a stored accelerator pedal characteristic curve for the drive of the vehicle. Upon a recognized driver's request for emission-free driving, the accelerator pedal characteristic curve is adjusted in such a manner that the maximum target drive torque (Ttarget) corresponds to the maximum electrical engine drive torque (TE-max).

Abstract: Methods and systems for improving operation of a hybrid vehicle are presented. In one example, an engine torque estimate may be adapted in response to a torque converter impeller speed error. The methods and systems may reduce the possibility of driveline torque disturbances.

Abstract: A power transmission system of a hybrid electric vehicle may include an input shaft receiving engine torque, a first planetary gear set disposed on the input shaft, and including a first sun gear selectively connected to a transmission housing, a first ring gear, and a first planet carrier directly connected to the input shaft, a second planetary gear set disposed on the input shaft, and including a second sun gear, a second ring gear directly connected to the first ring gear and directly connected to an output gear, and a second planet carrier selectively connected to the first planet carrier and selectively connected to the transmission housing, a first motor/generator directly connected to the first sun gear, and a second motor/generator directly connected to the second sun gear.

Abstract: Assumed torque Tb is calculated based on an operation state of an engine when there is no abnormality in sensors, the engine is in a warm-up completion state, and a travel mode is a series mode, and actual torque Ta is calculated and friction torque Tf is calculated based on information on an actual amount of electric power generation of a generator. When the friction torque Tf is larger than an upper limit clip value, the upper limit clip value is the friction torque Tf, and when the friction torque Tf is smaller than the lower limit clip value, the lower limit clip value is the friction torque Tf, correction torque Tc is calculated, and an operation of an electronic control instrument of the engine is controlled so as to set the assumed torque Tb to the correction torque Tc.

Abstract: A method for operating a traction vehicle, especially a locomotive, wherein the power delivered by a drive system is produced by at least two internal combustion engines, each of which is functionally connected to a generator for producing electric power, the engines preferably being gas engines, even more preferably lean gas engines. A previously determined number of separate power stages ranging from a minimum power up to a nominal power of the drive system is provided. The interval between all directly adjacent power stages is selected so that it corresponds to a constant fraction of the nominal power of the drive system.

Abstract: A control device controls a vehicle drive device in which a first engagement device, a rotary electric machine, a second engagement device, and an output member are arranged on a power transfer path from an internal combustion engine to wheels. The control device executes mode transition control that causes transition from (i) a first control mode in which both the first engagement device and the second engagement device are in a slip engagement state and the rotary electric machine generates electric power to (ii) a second control mode in which the first engagement device is in a direct engagement state, the second engagement device is in the slip engagement state, and the rotary electric machine generates electric power.

Abstract: Disclosed herein is a method and system for controlling an engine start when a starter motor of a hybrid vehicle is in trouble. The method of controlling an engine start for a hybrid vehicle includes: determining whether a starter motor is in trouble when an engine start is requested, slip-controlling the transmission clutch for torque of the motor and the engine and transmission torque of the transmission to become independent of one another while starting the engine by the motor when the starter motor is in trouble, controlling the motor to generate driving power needed to start the engine when the slip-control of the transmission clutch is started, and starting the engine while controlling pressure of the engine clutch so that the driving power of the motor may be transmitted to the engine.

Abstract: A method and a system for improving operation of a hybrid vehicle are presented. In one example, torque converter impeller torque from beginning to end of transmission shifting is adjusted in response to variable driveline inertia. The approach may improve transmission shifting and reduce driveline torque disturbances.

Abstract: A method and a system for improving operation of a hybrid vehicle are presented. In one example, operation of a transmission torque converter lockup clutch is adjusted to improve engine starting control. The approach may improve engine starting and vehicle drivability.

Abstract: A method and a device are provided for controlling a battery pulse heating mode of a traction battery of a hybrid vehicle. The method includes detecting a traction battery temperature (T) upon start-up of the hybrid vehicle. The method then includes determining a dependency of fuel consumption (V) during a battery pulse heating mode on the distance (W) travelled for at least one predefined road type at the detected traction battery temperature (T). The method continues by displaying the determined dependency on a display device (50), using an input device (60) to select whether a battery pulse heating mode should be carried out; and controlling the battery pulse heating mode as a function of the selection.