Methods and systems are provided for controlling a distribution between engine and motor torques for a hybrid electric vehicle operating in a creep mode of operation in response to an engine start request. In one example, responsive to a request to start an engine while a vehicle is being propelled at a predetermined wheel creep torque via an electric motor positioned downstream of a transmission and a torque converter, coordinating an electric motor torque and an engine torque in one of a first mode, second mode, or a third mode depending on whether the electric motor can continue to provide the predetermined wheel creep torque. In this way, engine idle speed may be minimized depending on vehicle operating conditions, which may improve fuel economy.

Methods and systems are provided for inducing vehicle side slip. In one example, a method includes opening a sole driveline disconnect clutch positioned between an engine and an electric machine upstream of a transmission, and closing the sole driveline disconnect clutch within a predetermined amount of time after opening the sole driveline disconnect without shifting gears of the transmission. In this way, vehicle drift may be reliable initiated in a hybrid electric vehicle with an automatic transmission, without shifting gears of the transmission.

Systems and methods for operating a vehicle that may be driven to or sold in different geographical locations that may have different engine emissions and fuel economy standards are described. The systems and methods may adjust vehicle operation to comply with standards that may be enforced where the vehicle is geographically located. The standards may apply to countries, treaty zones, race track areas, off-road areas, and other geographically related standards.

A method of operating a powertrain system during coasting operation, wherein the powertrain system includes a driveline component (e.g., a transmission, drive shaft, differential, axle or wheel) having an output torque profile. The method includes: (i) determining a desired output torque transition profile for the driveline component between a first transition point before an end of a first state, and a second transition point after a beginning of a second state; and (ii) in response to a braking torque request, generating a friction braking torque command to operate a friction braking system, and adjusting the friction braking torque command during a transitional state between the first and second transition points by an amount corresponding to a difference between a magnitude of the output torque profile and a magnitude of the desired output torque transition profile.

The lock-up control unit is configured to: in a case where the normal mode is selected, disengage the lock-up clutch when a vehicle speed decreases and reaches a first vehicle speed while the vehicle is traveling in a state where the lock-up clutch is engaged, in a case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a second vehicle speed in a brake operation OFF state while the vehicle is traveling in the state where the lock-up clutch is engaged, in the case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a third vehicle speed in a brake operation ON state while the vehicle is traveling in the state where the lock-up clutch is engaged, and set the third vehicle speed to a vehicle speed lower than the first vehicle speed, and set the second vehicle speed to a vehicle speed higher than the first vehicle speed.

A vehicle control device controls a vehicle including an internal combustion engine, an electric motor, a drive wheel, and a lock-up clutch provided in a power transmission path from the internal combustion engine and the electric motor to the drive wheel. The vehicle control device is configured to: not execute a motor vibration damping control and a slip vibration damping control in a non-vibration damping region; execute the motor vibration damping control and the slip vibration damping control in a first vibration damping region in a high load state or a low rotation speed state; and execute the motor vibration damping control and not execute the slip vibration damping control in a second vibration damping region in a medium load state or a medium rotation speed state.

A vehicle control apparatus to be applied to a hybrid vehicle includes an electric motor, an engine, a clutch mechanism, a torque converter, and a control system. In a case of switching a traveling mode of the hybrid vehicle from a motor mode to an engine mode in response to an increase in requested driving force from a first driving force to a second driving force resulting from an operation of an accelerator of the vehicle, the control system starts up the engine and engages the clutch mechanism while controlling the electric motor based on a transition driving force larger than the first driving force. After a lapse of a delay time from completion of starting up of the engine and engaging the clutch mechanism, the control system controls the electric motor and the engine based on the second driving force larger than the transition driving force.

A hybrid electric vehicle includes an engine, a motor, a battery, a coupling mechanism, an electric power generating mechanism, and a vehicle controller. The engine and motor drive driving wheels. The battery supplies electric power for running to the motor. The coupling mechanism switches coupling of the engine and the driving wheels between direct coupling and buffering coupling. The electric power generating mechanism generates electric power. The vehicle controller switches a running mode of the hybrid electric vehicle between a first running mode and a second running mode with higher running performance. The vehicle controller limits the electric power generation under a first condition when the buffering coupling is applied during the first running mode and limits the electric power generation under a second condition less limited than the first condition when the buffering coupling is applied during the second running mode.

A controller and a control method to a vehicle, the controller and the control method executing brake control in which primary information is selectively supplemented by secondary information that is information on an assumed state related to connection and disconnection of a clutch. The controller includes a determination section that determines whether an actual state and the assumed state, which are related to the connection and the disconnection of the clutch, match each other in accordance with a temporal change in the secondary information; and a brake control section that executes the brake control by using the primary information but not the secondary information in the case where the determination section determines that the actual state and the assumed state do not match each other.

In the case of restarting an internal combustion engine that has been automatically stopped during running, the internal combustion engine is restarted by combustion recovery starting when the rotation speed of the internal combustion engine under the input of a restart request is greater than or equal to a predetermined first rotation speed. In the case of restarting the internal combustion engine that has been automatically stopped during running, the internal combustion engine is restarted by cranking recovery starting when the rotation speed of the internal combustion engine under the input of the restart request is lower than the predetermined first rotation speed. The first rotation speed is set lower at the restart of the internal combustion engine in a sailing stop state than at the restart of the internal combustion engine in a coast stop state.