A control device with an electronic control unit that is configured to perform specific supply control, the specific supply control driving at least one of the rotating electrical machine and the internal combustion engine in a neutral state, and supplying hydraulic pressure to an engagement operating part of a target engagement device with at least one of the rotating electrical machine and the internal combustion engine being driven, the automatic transmission not transmitting power in the neutral state, and the target engagement device being one of the plurality of transmission engagement devices.

A control device for a vehicle having: an engine; a torque converter having a lock-up clutch; an engagement element disposed downstream of the torque converter; a drive shaft disposed downstream of the engagement element; and an electric motor disposed downstream of the engagement element, and connected to the drive shaft includes a control portion adapted to: in a case where an electric travel mode in which the lock-up clutch and the engagement element are disengaged is switched to an engine travel mode in which the lock-up clutch is disengaged and the engagement element is engaged, decrease driving torque of the electric motor after engagement of the engagement element; and gradually decrease the driving torque of the electric motor while gradually increasing driving torque of the engine after the driving torque of the electric motor is decreased.

A method is provided for controlling regenerative braking for a vehicle having a propulsion system, a motor, a transmission, and a clutch selectively coupling the motor to the transmission. The method includes estimating a future time at which the clutch disengages from the transmission. A rotational speed at which the clutch disengages from the transmission is calculated based on an idle speed of the propulsion system. A difference between a speed of the motor and the clutch disengage speed is monitored. A ramp down of regenerative torque on the motor is initiated when the difference is below a predetermined value and before the future clutch disengage time elapses.

A method of controlling gear shifting in an electric vehicle includes: determining whether or not an electric vehicle travels in an electric vehicle (EV) traveling mode; determining whether or not kick-down gear shifting is required in the EV traveling mode; determining whether or not acceleration linearity control is possible, in a case where the kick-down gear shifting is required; performing correction of a torque of a motor in a case where the acceleration linearity control is possible; and performing gear shifting in a transmission on the basis of the corrected torque of the motor.

A powertrain for an electric vehicle may include a motor, a planetary gear set including at least two sun gears, a three-stage pinion having three different diameters and provided as a planetary gear, a planet carrier provided as a rotation axis of the planetary gear and directly connected to a differential case of a differential device, and a ring gear fixed to a transmission housing, and at least two clutches provided to selectively transmit power of the motor to the sun gears of the planetary gear set.

An electric-axle device for a commercial vehicle that can minimize the frequency of using a main brake when braking, may include a first clutch device disposed between a motor and a differential casing to transmit or block power, a second clutch device disposed between the differential casing and a disc, an electromagnetic brake applying a braking force to the disc, and that can increase a coasting distance and improve energy efficiency and durability of the motor by disengaging the first clutch device and the second clutch device such that kinetic energy, which is transmitted to the motor from an axle shaft, is blocked as if a neutral gear of a transmission is engaged, when the vehicle coasts.

A clutch is disengaged when a torque condition is satisfied at a predetermined time when a system is stopped as a fuel supply to an engine is stopped from a state where the engine is operating with the clutch being engaged. The torque condition is a condition under which torque acting on an output shaft of the engine is torque in a direction in which an engine speed of the engine is decreased and torque output to a rotary shaft of a motor is torque in a direction in which a motor speed of the motor is decreased.

A motorized supplemental trailer axle includes an axle securable to a trailer and having a wheel affixed to opposing ends thereof. A motor for powering the axle wheels is operably connected to a battery power supply. A transfer case having a clutch mechanism is operably connected to the motor and the axle, wherein the clutch mechanism is configured to selectively engage the motor with the axle to rotate the pair of wheels. A control module includes a sensor configured to monitor rotational speed of the pair of axle wheels, a processor, a non-transitory computer readable medium operatively connected to the processor, and a logic that, when executed by the processor, causes the system to calculate a wheel speed of a vehicle currently towing the trailer and activate the motor to rotate the wheels of the trailer axle at a speed that matches the towing vehicle's wheel speed.

There are included a transmission mechanism that includes an input member driven by an engine and an output member drive-coupled to wheels and that can change a gear ratio between the input member and the output member; a clutch SSC that is interposed between an output shaft of the engine and the input member and can connect and disconnect power transmission between the output shaft of the engine and the input member of the transmission mechanism; and a control part that controls engagement and disengagement of the clutch SSC by electrical instructions. When the control part determines that a drag state of the clutch SSC has occurred (t2) when the control part outputs an electrical instruction to bring the clutch SSC into a disengaged state, the control part outputs an electrical instruction to bring the clutch SSC into a completely engaged state (t3 to t4).

When a collision occurs, a driving force of a drive shaft is transmitted to a reversing high-load multiple disk clutch via an inertia absorbing gear mechanism. Then, the driving force is transmitted to a gear via a gear, and inertia is absorbed and the driving force acts to rotate an output shaft at a low speed. On the other hand, when the gear rotates, a regenerative/backing up motor also rotates, and so-called regenerative driving is also performed. Due to these operations, the output shaft rapidly decreases in rotation speed, and goes into a rotation stopping state from a forward rotating state. Then, when a vehicle speed sensor detects that the vehicle speed has reached “0,” the regenerative/backing up motor is driven, the output shaft is driven to rotate reversely for several seconds, and thereafter, driving of the regenerative/backing up motor is stopped.