A control apparatus for a vehicle that includes an engine, an electric motor, a clutch for separating connection between the engine and the electric motor, and a fluid-type transmission device including a lockup clutch and transmitting drive powers of the engine and the electric motor to drive wheels. The control apparatus includes (a) a portion configured, during motor running of the vehicle with the clutch being released, to calculate a predicted value of a rotational speed of the electric motor, depending on an operation state of the lockup clutch; (b) a portion configured to calculate a predicted value of an outputtable maximum torque of the electric motor, by using the predicted value of the rotational speed of the electric motor; (c) a portion configured to determine whether start of the engine is requested or not, by using the predicted value of the outputtable maximum torque of the electric motor.

A control device for a vehicle includes a fuel cell, a motor-generator, a power unit, a transmission, a motor-generator control unit configured to perform a power control on the motor-generator based on a driver request torque, and a generated power control unit configured to control the generated power of the fuel cell based on a load of the fuel cell including the motor-generator. The motor-generator control unit performs a shifting power control for decreasing a rotation speed of the motor-generator during an upshift of the transmission, and a power control on the motor-generator based on a limit torque of the motor-generator during the shifting power control. The limit torque of the motor-generator being calculated based on an actual generated power of the fuel cell per unit time and an acceptable power of the power unit per unit time.

A method of controlling a hybrid vehicle includes commanding a first electric machine to provide a compensating torque. The compensating torque is based on a calculated cylinder pressure. The calculated cylinder pressure is calculated using a dynamic model. The model has an initializing input of engine crank position and real-time inputs of measured speed of the first electric machine and measured speed of the second electric machine.

A system and method for estimating disconnect clutch torque during engine start with the motor in vehicles having an engine selectively coupled to the motor and transmission may be configured to control motor torque based on a clutch torque estimated from a difference in a measured powertrain state and a predicted powertrain state using motor torque as an input. The powertrain states may include, for example, motor speed, turbine speed, engine speed and clutch torque. An adaptive gain may be used to drive the difference between measured and estimated clutch torque toward zero.

A vehicle includes an engine, an automatic transmission, a second clutch for engine disconnection, a rotating electric machine, a first clutch for rotating electric machine separation, and an electronic control unit. The electronic control unit switches the first clutch from a release state to an engagement state in a case where a collision of the vehicle occurs, the first clutch is in the release state, and a rotation speed of the rotating electric machine is higher than an input shaft rotation speed of the automatic transmission. In a case where the collision of the vehicle occurs, the first clutch is in the release state, and the rotation speed of the rotating electric machine is lower than the input shaft rotation speed of the automatic transmission, the first clutch is maintained in the release state.

A control apparatus for a vehicular drive system provided with an automatic transmission constituting a part of a power transmitting path between an electric motor and drive wheels, and a fluid-operated power transmitting device provided between the electric motor and the automatic transmission and having an input rotary element connected to said electric motor, and an output rotary element connected to said automatic transmission, includes a warm-up control implementing portion configured to implement a stall control of said fluid-operated power transmitting device wherein the input rotary element of said fluid-operated power transmitting device is rotated by said electric motor while the fluid-operated power transmitting device is placed in a stalling state.

A vehicle control device is configured to: execute a fuel cut control for stopping fuel supply to the internal combustion engine in response to a deceleration request to the vehicle; engage the lock-up clutch and open a throttle of the vehicle during the execution of the fuel cut control; close the throttle and execute the motor assist in a case where there is an acceleration request to the vehicle while the lock-up clutch is engaged, the throttle is opened, and the fuel cut control is executed; end the fuel cut control and resume fuel supply to the internal combustion engine when an intake pressure of the internal combustion engine reaches a predetermined startable negative pressure after the throttle is closed; and disengage the lock-up clutch when the fuel supply to the internal combustion engine is resumed.

A variety of methods and arrangements for implementing a start/stop feature in a skip fire engine control system are described. In one aspect, the implementation of the start/stop feature involves automatically turning off an internal combustion engine under selected circumstances during a drive cycle. A determination is made that the engine should be restarted. During the engine startup period, the engine is operated in a skip fire manner such that a desired engine speed is reached.

A method for determining transmission and/or clutch parameters of a motor vehicle automatic transmission having at least one clutch, in particular for basic calibration of the transmission, in particular an automated manual transmission and/or a dual-clutch transmission, includes determining drag torque and/or kiss point of the clutch using an actuable synchronization device. The clutch has at least one drive side connected to an internal combustion engine output shaft and at least one output side connected to a transmission input shaft. The transmission output and/or drive shaft is blocked. The drive side of the clutch is driven. Basic calibration of the transmission is improved by driving the drive side of the clutch by an electric motor, providing a freewheel-shifted gear stage, and driving the drive side of the clutch by the electric motor in a rotation direction opposite the internal combustion engine output shaft.

A controller of a vehicle that includes a return control unit configured to carry out a complete engagement control of a power connecting/disconnecting device. At the time a return condition from inertia traveling to normal traveling is established and a down shift of an automatic transmission is requested, the return control unit carries out a down shift control of the automatic transmission so that a difference between an increasing gradient of a rotating speed of a first engaging portion and an increasing gradient of a rotating speed of a second engaging portion is within a predetermined range. At the time it can be regarded that the rotating speed of the first engaging portion and the rotating speed of the second engaging portion are synchronized, the return control unit completely engages the power connecting/disconnecting device.