A hybrid multi-mode power take off system (PTO) installed on a vehicle includes an internal combustion engine, a first electric reversible electric machine, a second electric reversible electric machine and one epicyclical gear train connectable with the engine and the first and second reversible electrical machines using a number of clutches. An electronic control unit controls the closure/opening of clutches to implement different operating modes. The electronic control unit is configured to control the transfer of energy between the first and the second reversible electric machines when one reversible electric machine is operating as a motor and the other is operating as a generator.

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.

The present disclosure provides a hybrid powertrain system, comprising: an engine; a motor/generator (“MG”); a clutch coupled to the engine and the MG; a transmission coupled to the MG; an energy storage system connected to the MG; and a controller coupled to the engine, the MG, the clutch, the transmission and the energy storage system. The controller is configured to initiate an engine stop, allow engine torque and MG torque to reduce to zero or near zero, shift the transmission to a neutral gear, cause the MG to operate in a generator mode, thereby loading the engine to recover kinetic energy from the engine, disengage the clutch to decouple the MG from the engine, increase the speed of the MG to a target speed, and shift the transmission into gear in response to the MG reaching the target speed.

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.

Systems and methods for starting an engine that is incorporated into a hybrid vehicle driveline are described. In one example, a torque converter clutch is fully opened if a threshold amount has transpired after a request for torque converter clutch slip is requested but not delivered. Further, the torque converter clutch may be fully opened if a commanded torque converter clutch torque capacity is less than a threshold torque capacity.

A powertrain system configured to transfer torque to a driveline is described, and includes an internal combustion engine, a torque converter, a transmission, an electric machine, and a controller. The engine is configured to operate in one of an all-cylinder mode and a dynamic deactivation mode to generate an engine torque. The electric machine is configured to generate a motor torque. The motor torque and the engine torque combine to generate an output torque that is transferable to the driveline and is responsive to an output torque request. The controller is in communication with the engine, the torque converter, the transmission, and the electric machine. The controller includes an instruction set that is executable to operate the engine in the dynamic deactivation mode to generate engine torque, and operate the electric machine to generate motor torque to supplement the engine torque to generate the output torque.

A vehicle includes an engine having a crankshaft, an electric machine having a rotor, a disconnect clutch having an input secured to the crankshaft and an output secured to the rotor, a hydraulic pump mechanically powered via rotation of the rotor and configured to supply hydraulic fluid to the actuate the disconnect clutch, a torque converter having an impeller secured to the rotor, and controller. The controller is programmed to, responsive to a speed of the impeller decreasing to less than a first threshold, which is indicative of a subsequent shutdown of the hydraulic pump, and responsive to the disconnect clutch being open while the engine is shut down, advance the disconnect clutch to a touch point where opposing sides of disconnect clutch make contact but substantially zero power is transferred between the engine and the electric machine.

A controller executes a method to manage an engine connect/disconnect decision in a powertrain having an engine, transmission, electric machine, and a battery pack and power inverter module (“TPIM”). In response to vehicle ground speed being less than a calibrated maximum electric vehicle accelerator pedal signal (“EV.sub.APS”) level, the controller calculates a delta APS (“ΔAPS”) value by subtracting a scaled APS value from the actual APS level. The scaled APS value is a scaled variant of a maximum EV.sub.APS value selected from a maximum EVS.sub.APS table, the latter populated based on inverter temperature, state of charge of the battery pack, and ground speed. When the ΔAPS value exceeds a threshold, the controller connects the engine to the transmission via an engine disconnect clutch. The engine is disconnected based on acceleration of the vehicle and the above-noted factors.

A system includes a clutch control module, a shift control module, and a torque control module. The clutch control module is configured to generate a release command signal to switch a selectable one-way clutch (SOWC) from a locked state to a freewheel state. When the SOWC is in the locked state, a transmission transfers torque from an engine to a driveline and from the driveline to the engine. When the SOWC is in the freewheel state, the transmission transfers torque from the engine to the driveline and but not from the driveline to the engine. The shift control module is configured to generate a shift command signal to shift the transmission from a first gear to a second gear after the release command signal is generated. The torque control module is configured to increase an output torque of the engine for a period when the shift command signal is generated.

Provided is a control device for a vehicle, the vehicle including an internal combustion engine, a generator, a battery, and a motor, in which, in a case where the internal combination engine is in operation under a state in which the internal combustion engine and the drive wheel are not mechanically connected to each other, when exhaust gas recirculation is performed and a number of rotations and a torque of the internal combustion engine are switched from a first state to a second state, and in which the control device determines whether to execute an assistance operation or a non-assistance operation.