System and methods are provided for improving launch performance of a hybrid vehicle. During a stall condition prior to launch, the engine of the hybrid vehicle can produce engine torque beyond a standard stall torque limit. Negative motor torque that offsets the increase in engine torque in accordance with the standard stall torque limit is produced by the motor. This results in loading the automatic transmission of the hybrid vehicle with additional torque that would otherwise not be possible. During a launch condition following the stall condition, the motor torque is dropped to 0 Nm, and the brakes are released, allowing the hybrid vehicle to accelerate. The full torque generated by the engine is provided to the automatic transmission and used to drive one or more wheels of the hybrid vehicle.

A shift control device for a vehicle includes: an engine; a shift mechanism disposed between the engine and driving wheels; a shift control section configured to control a transmission gear ratio of the shift mechanism; and a fuel cut control section configured to stop a fuel supply to the engine, at least when an accelerator pedal is in a release state, and when an engine speed is equal to or greater than a predetermined rotation speed, the shift control section being configured to perform a minimum rotation speed restriction control to control the transmission gear ratio of the shift mechanism so that the minimum rotation speed of the engine is equal to or greater than the predetermined rotation speed regardless of a vehicle front condition and an accelerator operation condition.

A control apparatus for a vehicle provided with (a) a transmission and (b) a shifting device including (b-1) a shift actuator and (b-2) a shift lever. The shift actuator establishes one of shift ranges in the transmission such that the established one of the shift ranges corresponds to a selected one of shift-lever operating positions of the shift lever. When a switching request is made to request the transmission to be switched to an opposite-direction drive range that is for driving the vehicle in a direction opposite to a current running direction of the vehicle, during running of the vehicle with a speed being not lower than a given value, the control apparatus rejects the switching request. The control apparatus rejects the switching request, also during running of the vehicle with the running speed being lower than the given value, if the vehicle is running on a downhill road.

A method for starting a combustion engine fitted to a hybrid or dual-mode motor vehicle includes starting an additional motor upon a setpoint torque demanded by a driver of the vehicle, with a view to accelerating the vehicle beyond a threshold speed at which the combustion engine is driven beyond a stalling speed threshold when the combustion engine is mechanically coupled to wheels of the vehicle.

An apparatus includes a torque circuit and a clutch circuit. The torque circuit is structured to monitor a torque demand level of an engine. The clutch circuit is structured to (i) disengage an engine clutch of a transmission to decouple the engine from the transmission in response to the torque demand level of the engine falling below a threshold torque level and (ii) disengage a motor-generator clutch of the transmission to decouple a motor-generator from the engine in response to the torque demand level of the engine falling below the threshold torque level. The motor-generator is directly coupled to the transmission.

Methods and systems for a hydromechanical transmission. In one example, a vehicle system includes a hydromechanical transmission with a power-take off (PTO) that is designed to rotationally couple to an implement. The vehicle system further includes an engine coupled to the hydromechanical transmission and a power-management control unit configured to, during a drive or coast condition, cause the power-management control unit to: determine a net available power for the hydromechanical transmission and manage a power flow between the hydromechanical transmission, a drive axle, and the implement based on the net available power.

The controller of the electric vehicle is configured to control the torque of the electric motor using the MT vehicle model based on the operation amount of the accelerator pedal, the operation amount of the pseudo-clutch pedal, and the shift position of the pseudo-shifter. Further, the controller is configured to execute the stall production process for changing the engine output torque used for calculation of the driving wheel torque to zero when the calculated virtual engine speed using the MT vehicle model becomes lower than the prescribed stall engine speed.

A propulsion control system provides different levels of jerk as a function of operator inputs and actual measured operational parameters in a machine. The system includes a power source, a continuously variable transmission (CVT) coupled to an output of the power source, a plurality of input/output devices, a plurality of sensors configured to generate signals indicative of operational parameters of the machine, and a controller communicatively coupled with the power source, the CVT, the input/output devices, and the sensors. The controller includes a database stored in a memory with a plurality of jerk values mapped to different operations of the machine selected from at least one of activation of a brake by an operator for an aggressive stop, a directional shift request from an operator to select one of forward, reverse, or neutral, and a set of operating conditions of the machine indicative of a blade load shedding mode. A jerk selection module is programmed to select at least one of a jerk value, an acceleration limit value, and a deceleration limit value based on a current operation of the machine. A speed command generating device is programmed to integrate a selected jerk value twice to generate a desired speed command. A proportional-integral-derivative (PID) control device is configured to continuously calculate a control error between the desired speed command and an actual speed of the machine. An output command control module is configured to output a control command for implementing a change in an output torque to at least one of the power source and the CVT to reduce the control error.

A control apparatus for an automatic transmission including a torque converter with a lock-up clutch capable of connecting an output shaft of an engine and an input shaft of the automatic transmission includes a release determination unit configured to determine based on a deceleration and a reference deceleration whether to change an engaging state of an engaging mechanism that constitutes the set gear range of the automatic transmission to a release state when a brake operation is detected, and a control unit configured to control the engaging mechanism based on determination of the release determination unit.

During a fuel cut-off control, if a vehicle deceleration rate becomes greater than a rapid deceleration determination value, which is calculated based on a rotational resistance of internal combustion engine 1, a vehicle is determined to be in a state of rapid deceleration. The rapid deceleration determination value is set to decrease as the rotational resistance of internal combustion engine 1 increases. The rotational resistance thereof increases as the vehicle speed decreases, and increases as a transmission gear ratio increases. Thereby, during decelerating on a high vehicle speed side, an erroneous determination of rapid deceleration due to a longitudinal vibration of the vehicle that occurs when the fuel cut-off control starts can be prevented, and during decelerating on a low vehicle speed side, a determination of rapid deceleration can be implemented to terminate the fuel cut-off control and thereby prevent the internal combustion engine 1 from being stopped.