A power control ECU controls electric power and engine power of a hybrid vehicle. The power control ECU includes a request driving force calculating portion that calculates a request driving force calculated in accordance with an accelerator operation amount, a travel driving force calculating portion that calculates a travel driving force as a value that belatedly follows the request driving force, and a dashpot control processing portion. The dashpot control processing portion sets a value of the request driving force as a value of a final request driving force used to calculate request engine power when a difference of the request driving force with respect to the travel driving force is less than a predetermined positive value, and sets a value that belatedly follows the request driving force when the difference is greater than or equal to the predetermined positive value.

An electric vehicle includes a second rotating electric machine; a first transmission path configured to transmit force generated by the second rotating electric machine to a wheel; a first clutch that is arranged in the first transmission path and configured to switch between a connected state and a disconnected state between the second rotating electric machine and the wheel; and an ECU configured to control the second rotating electric machine and the first clutch. In the electric vehicle, a torque sensor is arranged between the first clutch and the wheel in the first transmission path.

A method for operating a vehicle that includes a driveline disconnect clutch is described. In one example, the method adjusts torque of an electric machine in response to a estimated torque capacity of the driveline disconnect clutch. The estimated torque capacity of the driveline disconnect clutch is based on a combined inertia of a dual mass flywheel and the driveline disconnect clutch.

A powertrain system includes an internal combustion engine, a motor generator and a control device. The motor generator includes a rotating shaft connected to a crankshaft of the internal combustion engine via a torsional damper. The powertrain system is configured such that the crankshaft and the above-described rotating shaft are not connected to a drive shaft of a vehicle at least at the time of engine start. The control device is configured to execute a cranking torque amplification control that controls the motor generator such that the MG torque output from the motor generator for cranking the internal combustion engine fluctuates in a resonant period of the torsional damper while making a fluctuation center of the MG torque higher than zero.

A hybrid vehicle controller is configured to: upon receiving a predetermined mode switching request, bring a clutch into a half-clutch state to start an engine using rotation of a transmission shaft; and upon determining that the engine has started, shift the clutch from the half-clutch state to a stand-by state and subsequently shift the clutch to an engaged state, the stand-by state being a state which is intermediate between the half-clutch state and a disengaged state and in which drive power of the engine is not transmitted to the transmission shaft.

A control apparatus for a vehicle that includes: drive wheels; an engine; a flywheel damper connected to the engine; at least one inertial body provided between the flywheel damper and the drive wheels; and a clutch for connecting and disconnecting between the flywheel damper and the at least one inertial body. In a process of reduction of a rotational speed of the engine for stopping the engine, the control apparatus keeps the clutch engaged until the rotational speed has passed through a first resonance speed range, and causes the clutch to be released before the rotational speed reaches a second resonance speed range. The first resonance speed range is a range of the rotational speed in which resonance is generated with the clutch being released. The second resonance speed range is a range of the rotational speed in which the resonance is generated with the clutch being engaged.

A powertrain control method for a vehicle may include: setting, by a controller, a Noise Vibration Harshness (NVH) characteristic map based on an engine operating point to be used for a control of a powertrain based on a gradient of a road on which the vehicle is running; determining, by the controller, whether the vehicle is shifting; and selecting and performing, by the controller, at least one of a release of a lock-up state of a damper clutch or an additional rise of an engine torque based on whether a current engine operating point belongs to any level among a plurality of NVH levels classified in the NVH characteristic map when the vehicle is not shifting.

A variety of methods and arrangements for mitigating powertrain and accessory torsional oscillation through electric motor/generator control are described. In one aspect, working chamber air charge and crank position are determined prior to starting an engine. During the engine startup period, an electric motor/generator supplies a smoothing torque to at least partially cancel engine torque variations.

In an electric device control method and an electric device of the present invention, during a period in which a rotational speed of an internal combustion engine shifting from a non-combustion mode to a combustion mode is decreased to a rotational speed within a predetermined rotational-speed range by a first electric motor connected to the internal combustion engine, a torque generated by the internal combustion engine is set lower than a required torque within the predetermined rotational-speed range for the internal combustion engine in the combustion mode.

A method for controlling an electric device including: a step of comparing the rotation speed of an internal combustion engine at the time when it has been determined that the internal combustion engine is to transition to a rotation stop state with a specified threshold; and a step of performing rotation-speed increasing control, in a case where the rotation speed of the internal combustion engine at the time of the determination is higher than the threshold, in which in a case where the rotation speed of the internal combustion engine at the time of the determination is not higher than the threshold, the rotation speed of the internal combustion engine is not made higher than the rotation speed at the time of the determination but is let to decrease to stop the internal combustion engine.