An air amount control valve of a vehicle changes an intake air amount drawn into a cylinder. A fuel cutoff process stops fuel injection from a fuel injection valve when stopping combustion in the cylinder in a case in which a crankshaft is rotating. When execution of the fuel cutoff process is requested, a temperature-increase limiting process is executed to draw fresh air into a catalyst by increasing the intake air amount through control of the air amount control valve. In a case in which an anomaly occurs in driving of the air amount control valve when executing the temperature-increase limiting process, an amount of air drawn into the catalyst is increased by increasing an engine speed.

An HV-ECU performs processing including calculating requested system power, calculating requested engine power when an engine activation request has been issued, obtaining a turbo temperature, setting an operating point on a predetermined operating line when the turbo temperature is equal to or lower than a threshold value Ta, setting as the operating point, a position on a higher rotation speed side by a predetermined value along an equal power line when the turbo temperature is higher than the threshold value Ta, carrying out engine control, and carrying out MG control.

When a prescribed execution condition is satisfied at the time of transition from HV traveling (that is, traveling performed by an engine and a motor with generation of traveling driving force by the engine) to EV traveling (that is, traveling performed by the motor without generation of traveling driving force by the engine), a controller of a hybrid vehicle performs motoring (or a self-sustaining operation) of an engine and thereafter stops the engine.

A system and method of controlling regenerative braking of an eco-friendly vehicle are provided. The system eliminates a motor over-temperature state during regenerative braking, effectively prevents a chattering phenomenon in which regenerative braking torque is repeatedly increased and reduced after the motor over-temperature state, and consequently, improves the braking safety and operability of the vehicle. A torque output rate for motor regenerative braking torque limitation is determined from a current motor load and motor temperature using setting information when a motor over-temperature state is detected. Then, a final regenerative braking torque is determined by multiplying a motor regenerative braking torque, calculated from information including battery chargeable power and a driver braking operation value, by the determined torque output rate. Thereafter, regenerative braking of a motor is adjusted based on the determined final regenerative braking torque.

A system for a vehicle includes a powertrain configured to propel the vehicle, and a controller configured to, during a first lap of the vehicle around a track, identify a portion of the track corresponding to a correlation of velocity, throttle position, and steering angle values indicative of a maximum power threshold, and, during a second lap, responsive to approaching the portion, limit power output by the powertrain causing temperature of the powertrain to fall and, upon entering the portion, increase power output to the maximum power threshold causing the temperature to rise, such that a difference in temperature between initiation of the limiting and exiting of the portion approaches zero.

An apparatus for controlling a drive motor of a vehicle in which a wound rotor synchronous motor is mounted includes: an inverter which controls a stator current supplied to a stator of the drive motor and a rotor current supplied to a rotor of the drive motor; and a drive motor controller which controls the inverter such that the stator current and the rotor current are supplied to the drive motor when a temperature of the rotor is less than a threshold value, and only the stator current is supplied to the drive motor when the temperature of the rotor is greater than or equal to the threshold value.

A computer is programmed to determine an occupancy status of a vehicle based on received sensor data; and adjust a parameter of a powertrain of the vehicle in response to data indicating a critical condition of the powertrain based on the occupancy status. The parameter may be one of engine speed, cylinder deactivation, transmission-shift time, and shift schedule.

A control apparatus of a hybrid vehicle including a temperature detection part detecting a temperature of a first motor-generator, and a microprocessor. The microprocessor is configured to perform controlling an internal combustion engine, the first motor-generator and a second motor-generator so that the hybrid vehicle travels in accordance with a required driving force, outputting a request for temperature increase suppression of the first motor-generator based on the temperature of the first motor-generator, and the controlling including controlling the internal combustion engine, the first motor-generator and the second motor-generator so that power generation amount of the first motor-generator is reduced, the second motor-generator generates an electric power by a regenerative torque and a driving force of the internal combustion engine increases by an amount corresponding to the regenerative torque when the request for the temperature increase suppression is output.

A system for controlling a charging torque of a hybrid vehicle may include: a first motor connected to an engine and configured to charge an energy storage system using a first charging torque generated from the engine; a second motor connected to the engine and configured to charge the energy storage system using a second charging torque generated from the engine; a plurality of sensors respectively sensing operation states of the first motor and the second motors; and a controller configured to obtain an entire charging torque generated from the engine and to determine distribution amounts of the first charging torque and the second charging torque from the entire charging torque or to adjust the entire charging torque according to the operation states of the first motor and the second motor.

Methods and devices for determining speed control management settings are provided. A vehicle configuration is obtained, specifying at least a transmission, including a number of gears present in the transmission. One or more speed control management modules, such as progressive shift and/or gear down protection modules, are selected by a customer. One or more default progressive shift limits and a default gear down protection limit are calculated, along with gears for which they are active. Performance of the vehicle using the default speed control management settings is simulated and compared to typical vehicle performance. The customer may alter the speed control management settings within dynamically determined valid ranges. The speed control management settings are used in the manufacture or other configuration of the vehicle for the customer.