Systems and methods for starting an engine that is incorporated into a hybrid vehicle driveline are described. In one example, a torque converter clutch is fully opened if a threshold amount has transpired after a request for torque converter clutch slip is requested but not delivered. Further, the torque converter clutch may be fully opened if a commanded torque converter clutch torque capacity is less than a threshold torque capacity.

A control system for a hybrid vehicle configured to start an engine promptly during propulsion in an electric vehicle mode. Electric power generation resulting from cranking the engine by a first motor is greater in the first electric vehicle mode compared to a second electric vehicle mode. A controller that is configured to determines whether an acceptable input power to an electric storage unit is smaller than a threshold value. If the acceptable input power to the electric storage unit is smaller than the threshold value, selection of the first electric vehicle mode is inhibited.

An electric powered vehicle having a battery pack capable of storing electric energy and a clean fuel engine operated with a clean fuel. A first D/C alternator communicating with the clean fuel engine, supplying electric energy to the electric driving motor. A timing gear belt driven starter/alternator that is connected directly to the clean fuel engine, activating the clean fuel engine when the battery pack reaches loss at a maximum of 30% capacity remaining. Thereafter, a second D/C alternator and yet thereafter a third D/C alternator communicating with the clean fuel engine during periods when no electrical communication exists between the electric driver motor and battery packs. The D/C alternators maintain an electrical output to the battery packs until recharged.

A control apparatus is used with a vehicle including an engine, a storage battery, and an electrical load. The control apparatus works as an automatic engine stop and restart system and calculates a SOC lower limit that is a minimum value of state of charge (SOC) of the battery required to continue to stop the engine in an idle stop mode. The control apparatus also calculates an amount of electric power expected to be consumed by the electrical load during the idle stop mode and determines an idle stop enable SOC at which the idle stop mode is entered and which is selected to be the sum of the SOC lower limit and a SOC of the battery which at least compensates for the consumed amount of electric power. This ensures chances to stop the engine in the idle stop mode and improves fuel economy.

Various embodiments include an isolation ring for isolating the end windings of a stator of an electrical machine, the isolation ring comprising: a protrusion with a conductor guide for receiving a conductor, wherein the protrusion comprises: a pressing flap with an inner guiding surface; and a pocket with a temperature sensor arranged in the pocket. The inner guiding surface faces the pocket. The pressing flap and the pocket are arranged so an end of the conductor inserted in the conductor guide is guided between the inner guiding surface and the temperature sensor, and the end is pressed against and/or guided to the temperature sensor.

A driving force control method is provided for engine clutch slipping of a TMED HEV that includes an engine 10 and a second motor 50, a first motor 30 disposed at a transmission side, an engine clutch 20 interposed between the engine 10 and the first motor 30, and a multi-clutch transmission 35 connected with an output terminal of the first motor 30. The method includes verifying whether a control for maintaining a target speed of the engine is achieved by an engine feedback control or by a second motor torque feedback control and applying clutch pressure for the clutch slipping with hydraulic pressure. When the clutch pressure is applied clutch slipping transmission torque is estimated. Torque of the engine clutch is equivalent to the pressure as a load. Second motor dischargeable limit torque, second motor assist torque, and engine torque are calculated to then execute a slip control.

The present disclosure relates to electrical systems in general and embodiments of the teachings may include stabilization circuits for a vehicle electrical system comprising: a first connection for a first electrical system branch; a second connection for a pole of a first energy store of the first electrical system branch; a third connection for a second electrical system branch; a fourth connection for a third electrical system branch; a grounding connection for connection of the stabilization circuit to ground; a second energy store; a third energy store; a serial disconnection switch element between the second connection and the grounding connection; and a decoupling switch element connecting the first connection to the fourth connection. The second energy store is connected between the grounding connection and the third connection. The third connection is connected via the third energy store and a first converter to the fourth connection.

A vehicle includes an engine, a motor, and a controller. The engine and motor are each configured to deliver torque to a torque converter impeller. The controller is programmed to, responsive to a demanded impeller torque exceeding an upper motor torque threshold while the motor alone is delivering torque to the impeller, increase motor torque to a value that is less than the threshold and that depends on a torque converter bypass clutch torque capacity and a torque converter turbine speed.

A method and an apparatus for controlling MHSG of a mild hybrid electric vehicle, may include detecting data for controlling the MHSG; determining a target torque of an engine based on the data; determining whether a pressure difference between a front end portion and a rear end portion of a particulate filter is equal to or greater than a first pressure based on the data; determining a loss amount of combustion torque of the engine based on the pressure difference when the pressure difference is equal to or greater than the first pressure; and performing torque compensation control of the MHSG based on the target torque of the engine and the loss amount of the combustion torque of the engine.

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.