A first target secondary pulley pressure Psteng is calculated based on an output torque Teng of an engine, and then an offset value Psteng+PO is calculated by adding a predetermined offset PO to the first target secondary pulley pressure Psteng. The first target secondary pulley pressure Psteng is outputted as a target secondary pulley pressure Ps(n) when a target secondary pulley pressure Ps(n−1) in a previous control cycle is less than or equal to the first target secondary pulley pressure Psteng; the offset value Psteng+PO is outputted as the target secondary pulley pressure Ps(n) when the target secondary pulley pressure Ps(n−1) in the previous control cycle is greater than or equal to the offset value Psteng+PO; and otherwise, the target secondary pulley pressure Ps(n−1) in the previous control cycle is outputted as the target secondary pulley pressure Ps(n), thereby suppressing an oscillation in the target secondary pulley pressure Ps(n).

A vehicle control apparatus includes a planetary gear mechanism, first and second wheels, an engine, a motor generator, a wheel drive clutch, and a control system. The planetary gear mechanism includes first, second, and third rotation elements. The first wheel is coupled to the first rotation element via a first path. The second wheel is coupled to the second rotation element via a second path. The engine is coupled to the third rotation element via a third path. The motor generator is provided on the first path. The wheel drive clutch is provided on the first path and between the motor generator and the first wheel. The control system controls the motor generator and the wheel drive clutch. The control system executes a motor stop mode in which the wheel drive clutch is brought into a released state and the motor generator is brought into a rotation stop state.

A control device for a driving device, the driving device includes a transmission and a hydraulic pressure generating device. The hydraulic pressure generating device includes an oil pump and a first mechanism. The first mechanism is configured to decrease hydraulic pressure of an oil passage connected with the oil pump. The control device includes an ECU. The ECU is configured to control the engine rotational speed to a first rotational speed and maintain vehicle speed by gear shifting, in a case where, while a vehicle is running in a predetermined running state, fuel consumption is smaller when the engine is driven at the first rotational speed, compared to fuel consumption in the predetermined running state, the first rotational speed is a rotational speed at which the hydraulic pressure is decreased, the predetermined miming state being a miming state in which the hydraulic pressure is not decreased.

A control device for a driving device, the driving device includes a transmission and a hydraulic pressure generating device. The hydraulic pressure generating device includes an oil pump and a first mechanism. The first mechanism is configured to decrease hydraulic pressure of an oil passage connected with the oil pump. The control device includes an ECU. The ECU is configured to control the engine rotational speed to a first rotational speed and maintain vehicle speed by gear shifting, in a case where, while a vehicle is running in a predetermined running state, fuel consumption is smaller when the engine is driven at the first rotational speed, compared to fuel consumption in the predetermined running state, the first rotational speed is a rotational speed at which the hydraulic pressure is decreased, the predetermined miming state being a miming state in which the hydraulic pressure is not decreased.

A vehicle control device executes driving force control to set a target driving force in accordance with an engine operating state, and control an output of a driving source and a gear ratio of a continuously variable transmission so that a target driving force is realized. The device includes a power generator which can be driven by the driving source, and in a normal shifting mode, the driving force control is corrected on the basis of a power generating state of the power generator, and in a linear shifting mode giving priority to a revolution speed change of the driving source, the correction of the driving force control is not carried out.

A vehicle control device executes driving force control to set a target driving force in accordance with an engine operating state, and control an output of a driving source and a gear ratio of a continuously variable transmission so that a target driving force is realized. The device includes a power generator which can be driven by the driving source, and in a normal shifting mode, the driving force control is corrected on the basis of a power generating state of the power generator, and in a linear shifting mode giving priority to a revolution speed change of the driving source, the correction of the driving force control is not carried out.

In a power transmission device in which a first power transmission path is formed by engagement of a first clutch and a dog clutch and a second power transmission path is formed by engagement of a second clutch, the first clutch is released from a state where the first clutch and the dog clutch are engaged, and when a front-rear rotation speed difference of the dog clutch becomes equal to or greater than a predetermined value after the start of a clutch-to-clutch gear shift for engaging the second clutch, complete release control for releasing the first clutch to lower the torque capacity of the first clutch is performed.

In a power transmission device in which a first power transmission path is formed by engagement of a first clutch and a dog clutch and a second power transmission path is formed by engagement of a second clutch, the first clutch is released from a state where the first clutch and the dog clutch are engaged, and when a front-rear rotation speed difference of the dog clutch becomes equal to or greater than a predetermined value after the start of a clutch-to-clutch gear shift for engaging the second clutch, complete release control for releasing the first clutch to lower the torque capacity of the first clutch is performed.

Methods and systems are provided for synergizing the benefits of an engine exhaust driven fuel reformer in a hybrid vehicle system. A vehicle controller may hold the engine in a narrow operating range where fuel reformer operation is optimal while using motor and/or CVT adjustments to address transients generated as driver demand varies. The controller may also adjust an operating range of temperatures of the reformer to enable extended fuel reforming even after the engine of the hybrid has been shutdown.

Methods and systems are provided for synergizing the benefits of an engine exhaust driven fuel reformer in a hybrid vehicle system. A vehicle controller may hold the engine in a narrow operating range where fuel reformer operation is optimal while using motor and/or CVT adjustments to address transients generated as driver demand varies. The controller may also adjust an operating range of temperatures of the reformer to enable extended fuel reforming even after the engine of the hybrid has been shutdown.