A vehicle drive system includes: a case accommodating a first rotary electric machine and a second rotary electric machine that are arranged to have respective rotational axes parallel to each other and to be radially adjacent to each other; and a power control device configured to control the first rotary electric machine and the second rotary electric machine. The case includes a peripheral wall portion surrounding the first rotary electric machine and the second rotary electric machine, and the power control device is mounted in a mounting section provided on an outer peripheral surface of the peripheral wall portion. A lower part of the power control device is located in a space surrounded by a line connecting a first cross point, and a second cross point, the first rotary electric machine and the second rotary electric machine.

The lock-up control unit is configured to: in a case where the normal mode is selected, disengage the lock-up clutch when a vehicle speed decreases and reaches a first vehicle speed while the vehicle is traveling in a state where the lock-up clutch is engaged, in a case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a second vehicle speed in a brake operation OFF state while the vehicle is traveling in the state where the lock-up clutch is engaged, in the case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a third vehicle speed in a brake operation ON state while the vehicle is traveling in the state where the lock-up clutch is engaged, and set the third vehicle speed to a vehicle speed lower than the first vehicle speed, and set the second vehicle speed to a vehicle speed higher than the first vehicle speed.

Systems and methods for iced road conditions and remediation are disclosed herein. A method can include determining an ambient temperature around a vehicle or a road relative to a temperature threshold, determining lateral acceleration of the vehicle due to steering input, determining a slippery condition based on the ambient temperature being below the temperature threshold and the expected lateral acceleration exceeding the measured lateral acceleration by more than a threshold, and selectively adjusting a vehicle operating parameter when the slippery condition is present.

Systems and methods for iced road conditions and remediation are disclosed herein. A method can include determining an ambient temperature around a vehicle or a road relative to a temperature threshold, determining lateral acceleration of the vehicle due to steering input, determining a slippery condition based on the ambient temperature being below the temperature threshold and the expected lateral acceleration exceeding the measured lateral acceleration by more than a threshold, and selectively adjusting a vehicle operating parameter when the slippery condition is present.

The power supply device includes a low voltage battery, a high voltage battery, a starter generator, a DC-DC converter, a changeover switch, and a controller. When an abnormality or a failure has occurred in the DC-DC converter, the controller controls the changeover switch to connect the starter generator to the other battery without via the DC-DC converter and controls the output of the starter generator corresponding to the connected other battery.

Park control systems and methods operate such that, in response to a request to engage or disengage a park pawl of a vehicle park pawl system, a controller commands a hydraulic brake system to maintain a hydraulic brake pressure therein generated in response to depression of a brake pedal by a driver of the vehicle, when vehicle movement is detected after maintaining the hydraulic brake pressure, commands a vacuum-independent electric brake booster to generate and provide additional hydraulic brake pressure to the hydraulic brake system, commands the park pawl system to engage or disengage the park pawl to/from a transmission output shaft, and after the park pawl is engaged or disengaged to/from the transmission output shaft, commands the hydraulic brake system to release its hydraulic pressure at a defined rate.

An apparatus for controlling a hybrid vehicle is provided. The apparatus includes an engine generating power by combustion of fuel, a driving motor assisting power of the engine and selectively operated as a power generator to generate electric energy and a clutch disposed between the engine and the driving motor. A battery supplies electric energy to the driving motor and charges the electric energy generated in the driving motor. A plurality of electric superchargers are installed in a plurality of intake lines, in which outside air supplied to combustion chambers of the engine flows, respectively and a controller variably adjusts an operating point of the engine.

A magnetic induction communication-based vehicle control apparatus and method are disclosed. The apparatus includes a first coil (1001), a processor (1002), and a communications interface (1003). The first coil (1001) receives a signal of second coils (1004) laid along a lane. There is a preset relative location relationship between the first coil (1001) and the second coils (1004). When a vehicle equipped with the vehicle control apparatus deviates from a predetermined travel direction, the first coil (1001) generates an electromotive force signal based on a change in the relative location relationship between the first coil (1001) and the second coils (1004). The processor (1002) outputs a second signal based on the electromotive force signal, where the second signal is used to indicate the vehicle to adjust a running track to travel along the predetermined travel direction.

A method for controlling an automatic hybrid transmission of the motor vehicle is disclosed, wherein the hybrid transmission has at least two engageable gear stages with different transmission ratios, and wherein at least one variable driving range, i.e., at least one specific dynamic powertrain path is engageable such that the entire output torque of the output shaft is formed from the respective drive torque of the internal combustion machine and the electric machine. Losses of comfort to the driver and/or the danger of component damage and the associated costs are reduced by checking during a stopping process, and/or during a deceleration process of the motor vehicle and a downshifting that is requested in this context whether there is a specific operating situation, and the variable driving range is engaged in the event that a specific operating situation exists.

A smart driveline disconnect assembly having a torque coupling assembly, an actuator, at least one sensor and a controller is provided. The torque coupling assembly is configured to selectively couple torque between a transmission and a final drive assembly. The actuator is configured to activate the torque coupling assembly. The at least one sensor is used to generate sensor information. The controller is configured to control the actuator based at least in part on the sensor information. The controller is further configured to determine at least a thermal energy level associated with the torque coupling assembly based on the sensor information and at least in part control the actuator based on the determined estimated thermal energy level.