A control method and system for a hybrid vehicle with a DCT is provided. The method includes monitoring whether clutch stuck off is sensed and requesting prohibition of regenerative braking by a driving motor and requesting braking control using mechanical braking force to a higher controller when clutch stuck off is sensed. A driving mode is then changed into a single clutch driving mode, in which a vehicle is driven in gear stages realized by a clutch other than the clutch in which the clutch stuck off occurred and the higher controller is requested to prohibit regenerative braking by the driving motor, when clutch stuck off has occurred. Additionally, the higher controller is requested to obtain the braking force for the vehicle from mechanical braking force is response to determining that single clutch shifting has been performed and braking is required.

Systems and methods for operating a hybrid powertrain that includes an engine and a motor/generator are described. The systems and methods align in time an estimated motor torque and an actual motor torque to provide an estimated driveline torque. The alignment compensates for communications delays between different controllers over a controller area network.

A hybrid drivetrain having an internal combustion engine which is designed for a maximum internal combustion engine rotational speed; a dual-clutch arrangement which has a first friction clutch and a second friction clutch with a common input element and in each case one output element; a transmission arrangement which has a first sub-transmission and a second sub-transmission; an electric machine connected to the output element of the second friction clutch via a machine transmission ratio (i.sub.M), in such a way that a purely electric driving mode can be established via the second sub-transmission. The electric machine is designed for a maximum machine rotational speed. The maximum machine rotational speed divided by the machine transmission ratio is greater than the maximum internal combustion engine rotational speed. The output element of the second friction clutch is structurally designed for the maximum machine rotational speed divided by the machine transmission ratio (i.sub.M).

A drive device for a motor vehicle includes a first drive unit having a driveshaft, a multi-speed transmission having an input shaft, and a vibration damper. A clutch includes a first clutch member which is coupled to the input shaft of the multi-speed transmission, and a second clutch member which is coupled to the first drive unit via the vibration damper to thereby operably connect the first drive unit with the multi-speed transmission via the vibration damper and the clutch. A second drive unit includes a driveshaft which is arranged in axis-parallel or coaxial relationship to the first drive unit. The second drive unit is coupled to the first clutch member of the clutch.

A vehicle control system for reducing shocks resulting from restarting an engine under EV running mode. The vehicle control system is applied to a vehicle including an engagement device that selectively connect the engine with the powertrain, and a motor adapted to generate a drive force and connected with the powertrain. In the vehicle, a first mode is selected to propel the vehicle by the motor while interrupting the torque transmission between the engine and the powertrain and stopping the engine, and a second mode is selected to propel the vehicle by the motor while allowing the torque transmission between the engine and the powertrain and stopping the engine. The vehicle control system selects the second mode if a control response of at least any of the engagement device and the motor is estimated to be out of a predetermine range when the vehicle is running while stopping the engine.

An engagement device includes: an engaged body configured to rotate in conjunction with a rotary shaft; an engaging body arranged coaxially with the engaged body and configured to engage with the engaged body by movement in an axial direction; a power source configured to provide thrust to the engaging body in the axial direction; and a hub member configured to couple the engaging body to a torque receiver which receives torque transmitted from the engaged body at a time the engaging body engages with the engaged body. The engaged body, the engaging body, and the power source are accommodated in a closed space, and the hub member is at least a part of an outer shell forming the closed space.

A gear engagement method for a hybrid vehicle includes detecting whether or not baulking occurs when a controller attempts to engage a target gear via a synchronizer. The gear engagement method also includes checking, by the controller, for a stationary state of the vehicle if the result of the detecting shows that there is baulking. The gear engagement method also includes engaging, by the controller via the synchronizer, a different gear that shares a same input shaft with the target gear if the result of the checking shows that the vehicle is in a stationary state. The gear engagement method also includes reattempting an engagement with the target gear after disengaging the different gear. The disengaging and the reattempting are performed by the controller via the synchronizer after the engaging.

A hybrid drive of a motor vehicle has an internal combustion engine, an electric machine, an automated manual transmission with an input shaft and an output shaft, and a phase shifter gearbox in a planetary design with two input elements and one output element. A first input element of the gearbox is connected to a hollow shaft arranged in a coaxial manner around the output shaft, which is connectable to an idler gear of an axially adjacent spur gear stage of the manual transmission, and, for bypassing the gearbox, is connectable to the second input element or the output element of the gearbox. The second input element of the gearbox is permanently in drive connection with a rotor of the electric machine, and the output element of the gearbox is connected in a torque-proof manner to the output shaft.

A control system for a hybrid vehicle configured to avoid unintentional reduction in a driving force is provided. The control system is configured to estimate a vehicle speed after a predetermined period of time during propulsion of the vehicle under single-motor mode, and to shift the operating mode directly from the single-motor mode to an engine mode while skipping a dual-motor mode, if a current operating point of the vehicle enters into an operating region where both of the second mode and the third mode are available but the operating mode is expected to be further shifted to the engine mode.

An overheat prevention method includes an rpm comparison step of comparing an engine revolution per minute (rpm) speed with a preset rpm speed by a controller when requiring an engagement of an engine clutch, a temperature comparison step of comparing a temperature of a transmission clutch with a preset temperature by the controller when it is determined that the engine rpm speed is less than the preset rpm speed at the rpm comparison step, and a serial drive mode control step of releasing the engine clutch and engaging the transmission clutch, and controlling a hybrid starter generator (HSG) to charge a battery using engine power to provide driving power to a motor by the controller when it is determined that the temperature of the transmission clutch is higher than the preset temperature at the temperature comparison step.