A hybrid vehicle includes an engine, a first motor, a planetary gear mechanism, a second motor, a battery, and an electronic control unit. The electronic control unit is configured to: set a shift stage based on a depression amount of an accelerator and a vehicle speed or a driver's operation; set a base driving force based on the degree of the depression amount of the accelerator, the vehicle speed, and a target rotation speed; set a correction driving force such that the correction driving force increases with an increase in elapsed time after upshifting or an increase in the vehicle speed after upshifting when the shift stage upshifts; and control the engine, the first motor, and the second motor such that a driving force obtained by correcting the base driving force using the correction driving force is output to the drive shaft.

The present disclosure provides a hybrid electric vehicle, a drive control method and a drive control device of a hybrid electric vehicle. The drive control method includes: obtaining a current gear position of the hybrid electric vehicle and a current electric charge level of a power battery; determining whether the vehicle is within a speed start-stop interval according to the current gear position of the hybrid electric vehicle and the current electric charge level of the power battery; obtaining a slope of a road on which the vehicle is driving and a current speed of the hybrid electric vehicle, if the vehicle is within a speed start-stop interval; and controlling a working state of an engine and/or a motor of the hybrid electric vehicle according to the slope of the road on which the vehicle is driving and the current speed of the vehicle.

An anti jerk control system and method of an eco-friendly vehicle are provided to prevent a driver from sensing a difference in vehicle starting at an initial stage when the vehicle is parked on a downhill road. The anti-jerk control method uses a motor as a driving source and includes calculating an actual speed of the motor, calculating a model speed of the motor, and acquiring a gradient of a road, on which the vehicle is located, using a gradient detector. Additionally, the method includes determining a speed offset value that corresponds to the acquired gradient, compensating the model speed by the speed offset value, and calculating a motor vibration component using a difference between the compensated model speed and the actual speed of the motor. Then, anti-jerk compensation torque is calculated using the calculated motor vibration component.

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline oscillations are reduced during engine air-fuel ratio modulation. The driveline oscillations may be reduced via adjusting torque of a motor.

A vehicle includes a hybrid powertrain. The hybrid powertrain includes an engine and an electric machine. In response to a loss of controllability of the electric machine, a controller is programmed to operate the powertrain in a limited operating mode. In the limited operating mode, the powertrain is controlled so that a speed of the engine is within a speed range such that the electric machine generates a current to charge a traction battery. In response to a loss of communication with a power inverter that controls the electric machine, the powertrain is controlled so that the speed of the engine is within the speed range and the current flowing to the traction battery is monitored. If the current flow is above a threshold, then the limited operating mode is entered.

When a kickdown switch is turned off, a target rotation speed of an engine is set on the basis of a vehicle speed and a gear and the engine, the first motor, and the second motor are controlled such that the smaller driving force of an upper-limit driving force based on the target rotation speed and a required driving force is output to a drive shaft and the engine rotates at the target rotation speed. On the other hand, when the kickdown switch is turned on, the target rotation speed is set to be higher than that when the kickdown switch is turned off on the basis of the vehicle speed and the gear and the engine, the first motor, and the second motor are controlled such that the required driving force is output to the drive shaft and the engine rotates at the target rotation speed.

A motor control apparatus for a vehicle includes a data detector detecting driving data and a vehicle controller controlling a drive motor according to the driving data. The vehicle controller includes an acceleration generator determining a request torque and a request speed using the driving data and generating a request acceleration using the request torque and the request speed; a driving point determinator selecting an inductance control current map or a motor efficiency control current map according to the request acceleration and determining a current driving point according to the request torque and the request speed using the selected current map; and a motor controller controlling the drive motor using the current driving point.

A control device for a hybrid vehicle is, in the process of stopping an internal combustion engine of the vehicle, capable of making twist angle fluctuation reduction control and crank angle position control mutually compatible. When a request for stopping the internal combustion engine has been issued, twist angle fluctuation reduction control is implemented without implementing crank angle position control, until, in the process of bringing the engine to a stopped state, the rotational speed of the internal combustion engine drops below the resonant rotational speed region of the torsional damper; and, after the rotational speed of the internal combustion engine has dropped below the resonant rotational speed region of the torsional damper in the process of bringing the engine to a stopped state, crank angle position control is implemented without implementing twist angle fluctuation reduction control, until stopping of the internal combustion engine has been completed.

An ECU changes driving force characteristics in accordance with a changeover in mode, such that the vehicle driving torque for the same vehicle speed and the same accelerator opening degree becomes larger during a CD mode than during a CS mode. In changing the driving force characteristics in accordance with the changeover in mode, the ECU executes a slow change process such that the vehicle driving torque approaches a value after the changeover in mode from a value before the changeover in mode as time passes. In this slow change process, the speed of change in the vehicle driving torque in the slow change process is more strictly limited when the changeover in mode is made based on host vehicle position information than when the changeover in mode is made in accordance with the operation of a mode switch.

An engine starting control system for hybrid vehicles is provided to prevent a temporal drop in drive force when starting an engine. The control system maintains an operating mode of a switching mechanism when starting the engine by the first motor, in a case that the vehicle is propelled in the forward direction by the first motor and that the switching mechanism is in a second mode, or in a case that the vehicle is propelled in the reverse direction by the first motor and that the switching mechanism is in the first mode. Thereafter, the control system increases a rotational speed of the engine to a self-sustaining speed, switches the operating mode of the switching mechanism, and increases torque of the engine.