The controller forms a control device for a vehicle with which torque generated in an engine and a motor generator is transmissible to a continuously variable transmission in accordance with a driving force request from a driver. The controller includes an engine controller forming a motor control unit adapted to control an output of the motor generator in accordance with the driving force request, and a transmission controller forming a transmission capacity control unit adapted to control a transmitted torque capacity of the continuously variable transmission, and, in a case where motor assistance is performed and when stability of the transmitted torque capacity of the continuously variable transmission is detected, performs the motor assistance.

An electric motor drive retrofit system (EMDRS) comprises a power system, an energy storage system (ESS), a cooling system, a vehicle control unit (VCU), and a user interface device (UID). A non-hybrid combustion engine drive vehicle with tight space constraints is retrofittable with the EMDRS to provide hybrid drive functionality. EMDRS includes a motor generator unit (MGU) coupled to a motor control unit that transfers charge between MGU and ESS. During retrofit, the MGU is coupled between a transmission and an internal combustion engine (ICE) of the vehicle without extending a powertrain length by more than five inches. VCU does not interfere with any pre-existing vehicle electronics. The VCU controls the EMDRS to add torque (discharging ESS) or to remove torque (charging the ESS) based on a selected operating mode and vehicle sensor information (for example, brake and throttle pressure). Operating modes are selected by driver via the UID.

A vehicle control device includes: a control portion that makes, of a plurality of shock absorbers included in a vehicle, a first damping force of at least one shock absorber that is located on a first direction side on which acceleration acts in a longitudinal direction of the vehicle larger than a second damping force of at least one shock absorber of the plurality of shock absorbers that is located on a second direction side opposite to the first direction in the longitudinal direction of the vehicle before acceleration acting on the vehicle is detected by an acceleration sensor due to acceleration or deceleration of the vehicle.

A method of controlling traveling of an electric vehicle is provided. The method includes generating a motor torque command using a basic torque command and a virtual gear-shift intervention torque for generating a feeling of real gear shifting, while an electric vehicle travels. A motor is operated for driving the electric vehicle according to the generated motor torque command to generate the feeling thereof. Ingenerating the feeling thereof, during at least a portion of time during which the feeling thereof is generated, boost control of the motor operation is performed such that a motor torque exceeding an allowable torque of the motor is generated, and thus the generation of the feeling thereof and the boost control are performed in conjunction with each other.

A control device for a vehicle drive unit is configured to control, based on an operating state of a vehicle, a vehicle drive unit having one or more power sources. The control device includes a processor and a storage device. The storage device is configured to store a vehicle front-rear acceleration prediction model being a machine learning model that receives as an input a command torque and outputs predicted acceleration. The processor is configured to: execute a predicted acceleration calculation process using the vehicle front-rear acceleration prediction model; and execute a command torque calculation process to calculate the command torque that minimizes an evaluation function. The evaluation function minimizes a deviation of the predicted acceleration with respect to a target vehicle front-rear acceleration according to a target torque based on the operating state while reducing a deviation of the command torque with respect to the target torque.

A vehicle driving apparatus includes: an engine; a first rotary electric machine; first and second output shafts; a power distribution device for distributing a power between the first and second output shafts; and a control device for controlling an electric-power generation torque of a second rotary electric machine such that a power distribution ratio between the first and second output shafts becomes a target distribution ratio, and controlling a total torque of the engine and the first rotary electric machine such that a requested drive torque is obtained. The control device executes an electric-power consuming control to supply at least a part of a generated electric power generated by the second rotary electric machine, to the first rotary electric machine without via a power storage device, and to drive the first rotary electric machine, such that an operation state of the engine is brought close to a fuel-economy optimum state.

A vehicle system comprises an engine, a motor-generator and a controller. The engine has a combustion mode in which a part of an air-fuel mixture is combusted by spark ignition, and then the remaining air-fuel mixture is combusted by self-ignition. The controller sets a target additional deceleration based on a steering angle, when a steering wheel is turned, and sets an air-fuel ratio of the air-fuel mixture to either one of a first air-fuel ratio and a second air-fuel ratio which is on a lean side, based on an operating state, when the engine performs the combustion mode. The controller controls an ignition timing so as to generate the target additional deceleration in the first air-fuel ratio, and controls a regenerative electric power generation of the motor-generator so as to generate the target additional deceleration in the second air-fuel ratio.

In a hybrid vehicle control system, when a first traveling mode using torque of an electric motor is switched to a second traveling mode using torque of an engine, a controller performs an engine start control by applying an engagement pressure to a first clutch and by cranking the engine by the electric motor, so as to start the engine. Specifically, the controller obtains a predicted start time and an actual start time by the engine start control, and corrects the engagement pressure so as to decrease the engagement pressure applied to the first clutch at a subsequent time of starting the engine, when the actual start time is shorter than the predicted start time.

An engine unit includes: an engine that is able to independently inject fuel into cylinders; a cleaning device that cleans exhaust gas from the engine; and a control device that performs low-temperature starting control for increasing an amount of injected fuel when the engine is started at a low temperature. The control device performs temperature increase control for performing fuel cutoff for some cylinders of the engine and increasing an amount of fuel injected into other cylinders after an increase in an amount of fuel in the low-temperature starting control has reached a first predetermined amount when an increase in temperature of the cleaning device is requested while the low-temperature starting control is being performed.

A hybrid sub-assembly for driving a vehicle includes at least one primary shaft, at least one secondary shaft, a transmission gearbox including at least one intermediate shaft different from the primary shaft and the secondary shaft, and an electromotive unit. The electromotive unit includes at least one reversible electric machine, and a coupling device that can take up at least one intermediate coupling position in which an output shaft of the reversible electric machine is kinematically connected to the intermediate shaft, and a secondary coupling position in which an output shaft of the reversible electric machine is kinematically connected to the secondary shaft without going via the intermediate shaft.