On simultaneous shifts in which shift control of virtual gear positions overlaps shift control of mechanical gear positions, an electronic control unit is configured to delay output of a shift command on the virtual gear position such that shifts of the virtual gear position and the mechanical gear position are performed in synchronization. Therefore, the virtual gear position and the mechanical gear position are shifted in synchronization, irrespective of a difference between the shift response times, and the feeling of strangeness given to the driver due to shift shock, or the like, is suppressed.

A plurality of virtual gear positions are established by an electric continuously variable transmission, and the number of speeds of the virtual gear positions is equal to or larger than the number of speeds of mechanical gear positions of a mechanical stepwise variable transmission. One virtual gear position or two or more virtual gear positions is/are assigned to each mechanical gear position, and the mechanical gear position is shifted in the same timing as shift timing of the virtual gear position. The virtual gear positions assigned to each mechanical gear position when the mechanical gear position is upshifted are different from the virtual gear positions assigned to each mechanical gear position when the mechanical gear position is downshifted. Thus, the amount of heat generated in frictional engagement elements of the mechanical stepwise variable transmission is prevented from being increased.

An engine over speed detection circuit for determining an engine over speed condition is described. The circuit includes a detection unit configured to send a pulsed signal indicative of engine speed; a reactive impedance configured to discharge upon receipt of a pulse of the pulsed signal at a rate defined by the pulsed signal; a comparator unit to compare a voltage or current value of the reactive impedance with a threshold value and to output the result of the comparison at the rate of the pulsed signal.

A system and a method for reducing a rotational imbalance of a drive train of a hybrid vehicle are provided. The drive train includes an internal-combustion engine, an electric machine, and a crankshaft. A reduction or nullification of the rotational imbalance takes place by actuating the electric machine. The actuation is implemented as an adaptive feed forward control, which provides an actuation signal for the electric machine. The actuation signal represents a desired torque to be generated by the electric machine, so that the electric machine outputs a torque that is at least approximately inverse with respect to the rotational imbalance to the crankshaft for the superimposition of the torque generated by the internal-combustion engine.

The present disclosure relates to a method for operating an autonomously moving road user, in particular a motor vehicle. A signal relating to an external event is received, and an authorization of the road user is compared with an authorization prescribed due to the external event. Navigation parameters are restricted as a function of the comparison. The present disclosure further relates to an autonomously moving road user.

A control apparatus of a hybrid vehicle that uses a combination of an engine and a traveling motor as vehicle drive sources has an engine speed detector configured to detect an engine rotational speed, an EV-state determination unit configured to determine whether a mode is an EV state in which the traveling motor is mainly used as the drive source; an EV-state annunciator configured to notify a driver about the EV state, and a switching controller configured to control switching between notification and non-notification about the EV state. The switching controller is configured to bring the EV-state annunciator to a non-notification state when the EV-state determination unit determines that the mode is not the EV state and the engine rotational speed is greater than a predetermined first threshold value.

A system and method for controlling a hybrid electric vehicle using a driving tendency are provided. The method includes determining a driving tendency level based on data to determine a driving tendency of a driver and determining a target engine torque using an engine torque map based on a vehicle speed and a required torque. Whether the driving tendency level corresponds to a predetermined level is determined as well as whether the required torque is equal to or greater than a torque that corresponds to an optimal operating point of an engine when the driving tendency level corresponds to the predetermined level. The target engine torque is then adjusted when the required torque is equal to or greater than the torque that corresponds to the optimal operating point of the engine.

A motor control device according to an embodiment includes a hardware processor configured to: calculate a first torsion torque generated by a motor shaft according to fluctuation of an engine torque based on a difference between a motor angle as a rotation angle of the motor shaft and a shaft angle as a rotation angle of a transmission shaft of a transmission on the downstream side of a damper; calculate a first vibration damping torque to be output by a motor generator to damp vibration of the motor shaft based on the first torsion torque and a drive state value indicating a drive state of an engine; and output a motor torque command value to be provided to the motor generator based on the first vibration damping torque.

A military vehicle includes a chassis, a front axle coupled to the chassis, a rear axle coupled to the chassis, and a driveline. The driveline includes an engine, an energy storage system, a front end accessory drive positioned in front of and coupled to the engine, a transmission coupled to at least one of the front axle or the rear axle, a second motor coupled to the transmission and electrically coupled to the energy storage system, and a clutch positioned between the engine and the second motor. The front end accessory drive includes an air compressor and a first motor. The first motor is electrically coupled to the energy storage system. The clutch is spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto based on operation of the air compressor. The driveline is operable in an engine-only mode and an electric-only mode.

A method to control a powertrain in a vehicle during an acceleration is provided, the powertrain including a propulsion unit, a multi-clutch transmission drivingly connected to the propulsion unit, and a control unit for controlling at least the powertrain components, which control unit is provided with a prediction model including at least one simulated shift sequence for the multi-clutch transmission. The method involves monitoring at least one operating parameter of the powertrain; estimating the time (tE) between initiation of a first power upshift and initiation of a sequential second power upshift using the prediction model; and, if the estimated time is shorter than a predetermined time limit (tLIM), controlling the propulsion unit to limit the vehicle acceleration so that the time between the first and second power upshifts is increased to be at least equal to the predetermined time limit (tLIM).