In a hybrid electric vehicle in which an internal combustion engine and an electric motor/generator are connected via a clutch, the controller performs the following processing before the operation of the internal combustion engine stops in a stationary state of the vehicle while the clutch is engaged. Specifically, it is determined whether or not the clutch can be disengaged within a predetermined time period. If the clutch can be disengaged within a predetermined time period, the clutch is disengaged. If the clutch cannot be disengaged within the predetermined time period, a driving torque of the internal combustion engine is lowered to an engine stoppable torque set in advance while the clutch is engaged. Then, the operation of the internal combustion engine stops. Through this control, it is possible to prevent a vibration sound or an abnormal sound that may be generated when a driver turns off the ignition button.

In a hybrid electric vehicle in which an internal combustion engine and an electric motor/generator are connected via a clutch, the controller performs the following processing before the operation of the internal combustion engine stops in a stationary state of the vehicle while the clutch is engaged. Specifically, it is determined whether or not the clutch can be disengaged within a predetermined time period. If the clutch can be disengaged within a predetermined time period, the clutch is disengaged. If the clutch cannot be disengaged within the predetermined time period, a driving torque of the internal combustion engine is lowered to an engine stoppable torque set in advance while the clutch is engaged. Then, the operation of the internal combustion engine stops. Through this control, it is possible to prevent a vibration sound or an abnormal sound that may be generated when a driver turns off the ignition button.

Provided is a vehicle control apparatus. To start an engine by a motor-generator under the state that a vehicle is stopped, the vehicle control apparatus synchronizes a rotation of the engine with a rotation of the motor-generator at a synchronous rotational speed lower than a target rotational speed to start the engine, and increases a rotational speed of the engine by the motor-generator from the synchronous rotational to the target rotational speed, and starts the engine at the target rotational speed.

Provided is a vehicle control apparatus. To start an engine by a motor-generator under the state that a vehicle is stopped, the vehicle control apparatus synchronizes a rotation of the engine with a rotation of the motor-generator at a synchronous rotational speed lower than a target rotational speed to start the engine, and increases a rotational speed of the engine by the motor-generator from the synchronous rotational to the target rotational speed, and starts the engine at the target rotational speed.

A motor controller to control rotational speed of an output shaft of an electric motor. The motor controller includes a proportional controller and a time-optimal controller. The proportional controller controls the rotational speed when a present rotational position of the shaft is between a target rotational position and a switching point, inclusively. The time-optimal controller controls the rotational speed when the present rotational position is not between the target rotational position and the switching point. Also introduced herein are aspects pertaining to determining the switching point in a manner that minimizes overshooting the target rotational position while maximizing expediency at which the target rotational position is reached.

A motor controller to control rotational speed of an output shaft of an electric motor. The motor controller includes a proportional controller and a time-optimal controller. The proportional controller controls the rotational speed when a present rotational position of the shaft is between a target rotational position and a switching point, inclusively. The time-optimal controller controls the rotational speed when the present rotational position is not between the target rotational position and the switching point. Also introduced herein are aspects pertaining to determining the switching point in a manner that minimizes overshooting the target rotational position while maximizing expediency at which the target rotational position is reached.