Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, a driveline disconnect clutch is de-stroked in a particular way so that the driveline disconnect clutch may be de-stroked more consistently. The de-stroking process may be followed by boosting and stroking the driveline disconnect clutch so as to preposition the driveline disconnect clutch or holding the clutch at an offset below stroke pressure to minimize drag.

In a case where a predetermined switching operation to a state in which a traveling position is selected from a state in which another shift position of a mechanical transmission device is selected is performed by a driver, a quick engagement command to quickly engage a predetermined engagement device is performed in a state in which output of a predetermined torque is stopped, and then a rapid garage control of increasing a rotation speed of an electric motor at a rotation speed equal to or higher than a predetermined rotation speed is executed. The rapid garage control is executed in a case where a predetermined start condition is established.

Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, a driveline disconnect clutch is de-stroked in a particular way so that the driveline disconnect clutch may be de-stroked more consistently. The de-stroking process may be followed by boosting and stroking the driveline disconnect clutch so as to preposition the driveline disconnect clutch or holding the clutch at an offset below stroke pressure to minimize drag.

A control apparatus for a vehicle provided with a power source and a fluid transmission device that includes a lockup clutch. The control apparatus includes: (a) a follow-up-running control portion for controlling a follow-up running in which the vehicle automatically runs following a preceding vehicle with a predetermined inter-vehicle distance to the preceding vehicle; and (b) a lockup-clutch control portion for controlling the lockup clutch such that an operation state of the lockup clutch is placed in one of a released state, a slipping state or an engaged state. The lockup-clutch control portion is configured, during the follow-up running, to execute a fluid-temperature increase suppressing control for controlling the operation state of the lockup clutch in a manner that suppresses increase of a temperature of a working fluid which circulates in the fluid transmission device and which is used to switch the operation state of the lockup clutch.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.

A control device for a power transmission device including an automatic transmission and a sub transmission is provided. The control device includes an electronic control unit. The electronic control unit is configured to perform a rotation speed decrease control in which at least one frictional engagement device is controlled to be an engaged state or a semi-engaged state at a time when switching of gear stage of the sub transmission is started or a time when the switching is started. The electronic control unit is configured to end the rotation speed decrease control during switching of the gear stage. The electronic control unit is configured to switch the sub transmission from the power transmission cutoff state to a state in which one of the high-speed engagement element and the low-speed engagement element is engaged, during disengagement of the at least one frictional engagement device.

A computer is programmed to cap power provided by a powertrain to a power limit in response to data indicating a critical condition of the powertrain; and provide power from the powertrain above the power limit in response to a demand for acceleration above an acceleration threshold. The computer may be programmed to cap power provided by the powertrain above the power limit to an energy limit.

In some embodiments of the present disclosure, sensors mounted on a vehicle can allow opportunities for coasting to be predicted based on environmental conditions, route planning information, and/or vehicle-to-vehicle or vehicle-to-infrastructure signaling. In some embodiments of the present disclosure, these sensors can also predict a need for power and/or an end of a coast opportunity. These predictions can allow the vehicle to automatically enter a coasting state, and can predictively re-engage the engine and/or powertrain in order to make power available with no delay when desired by the operator.

The present disclosure relates to a hybrid vehicle and a method of controlling the same. The hybrid vehicle includes a battery configured to store electrical energy, a motor configured to rotate using the electrical energy, a transmission including a first clutch and a second clutch that are connectable to the motor, and a controller configured to control rotation of the motor to cool the transmission when the transmission is determined to be in an overheated state.

A method for operating a hybrid vehicle having a prime mover including an internal combustion engine and an electric machine, the vehicle further having a transmission connected between the prime mover and a driven end and including multiple shift elements, the vehicle further having a separating clutch connected between the internal combustion engine and the electric machine, and a starting component which is provided by a separate launch clutch or by a shift element of the transmission. The method includes monitoring a rotational speed of one of the internal combustion engine, the electric machine, the transmission, or the driven end during travel with the internal combustion engine running and the separating clutch engaged. The method further includes determining an increase in driving resistance, and decoupling the internal combustion engine when the monitored rotational speed falls below or reaches a first limiting value by disengaging the separating clutch.