A control device performs braking using a regenerative brake based on power generation in a motor generator in motor-driven traveling and performs a battery protecting process of starting an engine to set up transmission of a driving force between the motor generator and the engine using a clutch and performing braking based on an engine brake when a state of charge of a battery is equal to or greater than a threshold value in the motor-driven traveling. The control device sets a fuel-cutoff-permission rotation speed to a second rotation speed lower than a first rotation speed when the engine is started through the battery protecting process.

A hybrid electric vehicle includes an engine, a motor, a clutch provided between the engine and the motor, a battery for charging regenerative electric power of the motor, and a control device that controls the engine, the motor, and the clutch. The control device includes a charge determination unit that determines whether the battery is chargeable when there is a deceleration request, and a deceleration control unit that executes, in a negative determination, a first deceleration process to decelerate the hybrid electric vehicle by friction torque of the engine, and executes, in a positive determination, a second deceleration process to decelerate the hybrid electric vehicle by regenerative torque of the motor. In the second deceleration process, the deceleration control unit causes the motor to output the friction torque at a rotational speed of the engine corresponding to a rotational speed of the motor as the regenerative torque.

A hybrid electric vehicle includes an engine, a motor, a clutch provided between the engine and the motor, a battery for charging regenerative electric power of the motor, and a control device that controls the engine, the motor, and the clutch. The control device includes a charge determination unit that determines whether the battery is chargeable when there is a deceleration request, and a deceleration control unit that executes, in a negative determination, a first deceleration process to decelerate the hybrid electric vehicle by friction torque of the engine, and executes, in a positive determination, a second deceleration process to decelerate the hybrid electric vehicle by regenerative torque of the motor. In the second deceleration process, the deceleration control unit causes the motor to output the friction torque at a rotational speed of the engine corresponding to a rotational speed of the motor as the regenerative torque.

A control apparatus for a vehicle that includes a power transmission apparatus including a frictional engagement element configured to connect and disconnect transmission of a power between a drive power source and drive wheels of the vehicle. The control apparatus is configured to execute a vibration suppression control for estimating torsional vibration of the power transmission apparatus, based on a preformulated vibration model, and controlling a torque of a rotating machine that is connected to the power transmission apparatus, so as to suppress the torsional vibration. The control apparatus allows execution of the vibration suppression control, when the frictional engagement element is in an engaged state, and also when a differential rotation of the frictional engagement element has become smaller than a predetermined determination value even with the frictional engagement element being in a disengaged state.

A control apparatus for a vehicle that includes a power transmission apparatus including a frictional engagement element configured to connect and disconnect transmission of a power between a drive power source and drive wheels of the vehicle. The control apparatus is configured to execute a vibration suppression control for estimating torsional vibration of the power transmission apparatus, based on a preformulated vibration model, and controlling a torque of a rotating machine that is connected to the power transmission apparatus, so as to suppress the torsional vibration. The control apparatus allows execution of the vibration suppression control, when the frictional engagement element is in an engaged state, and also when a differential rotation of the frictional engagement element has become smaller than a predetermined determination value even with the frictional engagement element being in a disengaged state.

A vehicle control apparatus includes a planetary gear mechanism, first and second wheels, an engine, a motor generator, a wheel drive clutch, and a control system. The planetary gear mechanism includes first, second, and third rotation elements. The first wheel is coupled to the first rotation element via a first path. The second wheel is coupled to the second rotation element via a second path. The engine is coupled to the third rotation element via a third path. The motor generator is provided on the first path. The wheel drive clutch is provided on the first path and between the motor generator and the first wheel. The control system controls the motor generator and the wheel drive clutch. The control system executes a motor stop mode in which the wheel drive clutch is brought into a released state and the motor generator is brought into a rotation stop state.

A vehicle control apparatus includes a planetary gear mechanism, first and second wheels, an engine, a motor generator, a wheel drive clutch, and a control system. The planetary gear mechanism includes first, second, and third rotation elements. The first wheel is coupled to the first rotation element via a first path. The second wheel is coupled to the second rotation element via a second path. The engine is coupled to the third rotation element via a third path. The motor generator is provided on the first path. The wheel drive clutch is provided on the first path and between the motor generator and the first wheel. The control system controls the motor generator and the wheel drive clutch. The control system executes a motor stop mode in which the wheel drive clutch is brought into a released state and the motor generator is brought into a rotation stop state.

A system for controlling a lock-up of engine clutch may include an engine and a motor; the engine clutch mounted between the engine and the motor and configured to selectively transmit power of the engine between the engine and the motor; a hybrid starter generator (HSG) connected to a crank pulley of the engine and driven to start the engine; and a controller connected to the HSG and configured to determine a virtual engine speed in an engine firing process and a torque reduction ratio of the HSG according to the virtual engine speed after an engine cranking process and determine a correction reduction ratio with respect to the torque reduction ratio of the HSG using a difference value between the virtual engine speed and an actual engine speed, and adjust an increase or a decrease of the torque reduction ratio of the HSG to synchronize an engine speed with a motor speed for the lock-up of the engine clutch.

A hybrid vehicle control apparatus including a torque converter temperature detector detecting a torque converter temperature, a rotor temperature detector detecting a rotor temperature, a stator temperature detector detecting a stator temperature, and an electronic control unit including a microprocessor. The microprocessor is configured to perform controlling an engine, a transmission, a lockup clutch, a motor-generator and a stator cooling device based on the torque converter temperature detected by the torque converter temperature detector, the rotor temperature detected by the rotor temperature detector and the stator temperature detected by the stator temperature detector so that the torque converter temperature is equal to or lower than a first predetermined temperature, the rotor temperature is equal to or lower than a second predetermined temperature and the stator temperature is equal to or lower than a third predetermined temperature.

Methods and systems are provided for controlling a vehicle including a manual transmission to prevent cold-start drive-away. In one example, a method for a vehicle with a driver clutch pedal may include preventing one of a clutch coupled between an input of a transmission and an engine output from closing and a driver-operated gearshift lever for adjusting a gear of the transmission from coming out of neutral in response to a catalyst light-off condition.