An engine clutch disengagement control method for a hybrid electric vehicle is disclosed to overcome a sense of discontinuous travel caused when an engine clutch is disengaged due to influence of the inaccuracy of model engine torque. The method includes: acquiring vehicle acceleration information during engine clutch disengagement control of the hybrid electric vehicle, determining whether a predetermined condition for determining inaccuracy of model engine torque required for engine clutch disengagement control is satisfied from the acquired vehicle acceleration information, when the predetermined condition is satisfied, determining a situation in which the model engine torque is inaccurate and calculating target compensation torque using the vehicle acceleration information, calculating a target slippage amount in a transmission clutch using the calculated target compensation torque, and performing transmission clutch torque control for inducing slippage in a transmission clutch based on the target slippage amount and a current transmission speed.

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. An integrated actuator housing includes a single external power access for the shift actuator. A controller interprets a shaft displacement angle, determines if the transmission is in an imminent zero or zero torque region, and performs a transmission operation in response to the transmission in the imminent zero or zero torque region.

A transmission includes an input shaft and an output shaft, the input shaft selectively accepting a torque input from a prime mover, and the output shaft selectively providing torque output to a driveline. A controller determines a shaft displacement angle representing an angle value of rotational displacement difference between at least two shafts of the transmission, and performs a transmission operation responsive to the shaft displacement angle.

In a vehicle (10) comprising a first rotating electric machine (3) that serves as a driving source for running the vehicle (10) and that exchanges electric power with a battery (6), and an engine (2) that serves as the driving source, a first connecting/disconnecting mechanism (20) is disposed on a first power transmission path from the first rotating electric machine (3) to a driving wheel, and a second connecting/disconnecting mechanism (30) is disposed on a second power transmission path from the engine (2) to the driving wheel. A first running mode in which the vehicle (10) is driven by power of the engine (2) in a state where the second connecting/disconnecting mechanism (30) is engaged, and another running mode in which the first connecting/disconnecting mechanism (20) is engaged and the second connecting/disconnecting mechanism (30) is disengaged are set for the vehicle (10). A control unit (5) includes: a connecting/disconnecting mechanism controller (5D) that disengages the first connecting/disconnecting mechanism (20) when a predetermined condition is satisfied during the first running mode; and a rotating electric machine controller (5E) that variably controls a standby rotation speed (Nw) of the first rotating electric machine (3) when the first connecting/disconnecting mechanism (20) is disengaged.

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 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. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

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. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

A launch control method for a hybrid vehicle includes: determining an intent of a driver to execute a launch control mode in a state in which an engine is turned-off; when the intent of the driver is to execute the launch control mode, starting the engine and controlling an engine speed; performing a slip control on a slip element of a transmission input terminal; when the engine speed is synchronized with a motor speed or a difference between the engine speed and the motor speed is less than a predetermined range, locking up an engine clutch; when the engine clutch is locked up, performing an engine pre-boosting control to raise an engine torque to a torque at which battery charging is available due to a motor; performing a take-up control on the slip element; and when the take-up control is terminated, locking up the slip element.

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. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A shift control circuit operates a shift actuator using a first opposing pulse command and a first actuating pulse command, and releases pressure with shift actuating and opposing volumes of the shift actuator upon determining a shift completion event.

A method of controlling a pickup manoeuvre of a hybrid vehicle is actuated with an engine off, an electric motor active and a first clutch being open. In a first phase of the manoeuvre, vehicle advancement is obtained by progressively closing the second clutch so that the input shaft is set in rotation with an increasing speed, while the motor rotates at an increasing speed higher than a speed of the input shaft with the second clutch in a slip condition. Upon a request for starting the engine, the first clutch is progressively closed so that the engine starts to be driven by the motor, while the second clutch is kept in the slip condition, which is maintained until the engine and motor rotate substantially at a same speed, higher than the speed of the input shaft, and once this condition is reached, closing of the second clutch is started.