A vehicle includes an electric machine, a starter-generator, and a controller. The electric machine is coupled to a traction battery via an inverter. The starter-generator is mechanically coupled with an engine and electrically coupled with a low-voltage battery. And, the controller charges the low-voltage battery with power from the traction battery, and in response to a torque demand of the electric machine falling below a threshold defined by losses of the inverter, transitions to the starter-generator to charge the low-voltage battery.

The invention relates to a method for avoiding safety-critical activation of a clutch in a hybrid module of a drivetrain of a motor vehicle, wherein the hybrid module is effective between the internal combustion engine and the transmission and has an electric drive, the clutch and a freewheel, and the clutch is used to start the internal combustion engine by transmitting a torque, supplied by the electric drive or the drivetrain, by a frictionally locking connection to the electric drive or the drivetrain, or for disconnecting the internal combustion engine from the drivetrain for purely electric driving. In a method for avoiding safety-critical activation of a clutch in a hybrid module in which safety-critical driving situations are reliably prevented, a critical interference torque of the clutch is set as a function of ambient conditions of the motor vehicle and/or peripheral conditions of the vehicle, in order to set a safety distance to be maintained by the open clutch.

An inverter power module: selectively applies power from a battery to a permanent magnet (PM) electric motor; and selectively provides power output by the PM electric motor for the battery. A switch, when open, prevents power flow the inverter power module from the battery, and, when closed, enables power flow between the inverter power module and the battery. An adjustment module determines an SOC adjustment based on at least one of a vehicle speed and a temperature of the battery. A maximum module receives a first maximum SOC of the battery and that determines a second maximum SOC of the battery based on the first maximum SOC and the SOC adjustment. A clutch control module disengages a clutch, decoupling the PM electric motor from a transmission, when the switch is stuck closed and an SOC of the battery is greater than the second maximum SOC.

A vehicle drive includes a gear set, a first motor/generator coupled to the gear set, a second motor/generator at least selectively rotationally engaged with the gear set, an engine at least selectively coupled to the gear set and selectively coupled to the second motor/generator, and a clutch configured to selectively engage the second motor/generator to the engine. The first motor/generator and the second motor/generator are electrically coupled without an energy storage device configured to at least one of (a) provide electrical energy to the first motor/generator or the second motor/generator to power the first motor/generator or the second motor/generator and (b) be charged by electrical energy from the first motor/generator or the second motor/generator.

A system and method of controlling engine clutch engagement during TCS operation of a hybrid vehicle are provided. The method includes determining whether a TCS is operating and upon determining that the TCS is operating, determining a compensation value for early engagement of an engine clutch during the TCS operation based on a difference between a front wheel speed and a rear wheel speed and a slip amount of front wheels. Additionally, the method includes determining whether engagement of the engine clutch is capable of being started based on the compensation value and starting the engine clutch engagement. Since the engagement of the engine clutch is controlled based on the speed of non-drive wheels during TCS operation, the engagement stability of the engine clutch is improved and the amount of time required to engage the engine clutch is decreased.

A control system is for a vehicle (Ve), and the control system comprises an electronic control unit (18). The electronic control unit (18) is configured to (i) produce differential rotation by controlling a rotational speed of either a first clutch member (24) or a second clutch member (25) of a selectable one-way clutch (17) by a motor (2), and (ii) execute the following processes in an order of (1.) to (4.) in the case where the electronic control unit (18) switches the selectable one-way clutch (17) from a disengaged state to a engaged state: (1.) controlling the motor (2) such that the differential rotation becomes the negative differential rotation; (2.) switching the selectable one-way clutch (17) from a second state to a first state; (3.) controlling the motor (2) such that the differential rotation becomes the positive differential rotation; and (4.) engaging a part of a strut with a part of the second clutch member (25).

A control system for a hybrid vehicle configured to promptly disengage a clutch for halting an engine is provided. A clutch device comprises a reciprocating member having tapered reciprocating teeth, and a rotary member having tapered teeth opposed to the tapered rotary teeth. A controller is configured to turn off an actuator to eliminate the electromagnetic attraction thereby allowing the engine to be started, and to apply a torque of the first motor to the clutch device after the actuator is turned off thereby disengaging the reciprocating teeth from the rotary teeth.

A control process including the following steps is executed. The control process includes, at the time of switching from series-parallel mode to series mode, a step of reducing an engine torque, a step of releasing a clutch, a step of reducing a reaction torque of a first rotary electric machine and a step of increasing a torque of a second rotary electric machine, and, when synchronization is started and a step of increasing a positive torque of the first MG, a step of starting engagement of a clutch, and, when a rotation speed of the first rotary electric machine and a rotation speed of an engine are synchronous with each other, a step of engaging the clutch.

A driving force control system for a hybrid vehicle is provided to reduce frequency of engagement and disengagement of engagement devices involved in a shifting operation to a hybrid mode. A controller is configured: to determine whether or not the engine is required to be started; to determine an operating mode to be established after starting the engine; to engage at least one of the first engagement device and the second engagement device to achieve the determined operating mode; and to start the engine while engaging said one of the first engagement device and the second engagement device.

The present disclosure provides a clutch control method of a hybrid vehicle of the including an entering condition determining step in which a controller determines whether shifting is being performed during regenerative braking; an error calculating step in which the controller calculates a torque error by subtracting observer torque, which is clutch transfer torque calculated by a clutch torque estimator receiving transmission input torque and motor speed, from map torque, which is clutch transfer torque calculated based on a clutch transfer torque map for clutch actuator strokes learned in advance, when shifting is being performed during regenerative braking; a correcting step in which the controller corrects the clutch transfer torque map for the clutch actuator strokes using the torque error calculated in the error calculating step; and a clutch control step in which the controller controls a clutch using the map corrected in the correcting step.