Lock-up clutch engagement hydraulic pressure learning control can be precisely performed by starting lock-up clutch engagement control and executing the lock-up clutch engagement hydraulic pressure learning control after execution of shift control is completed, in a case where the lock-up clutch engagement control is limited in a shift stage before execution of the shift control, when the shift control is executed in a state where a multi-disc lock-up clutch is released. Meanwhile, a decrease in fuel efficiency performance and a direct steering feeling is minimized by starting the lock-up clutch engagement control during shift control in a case where the lock-up clutch engagement control is not limited.

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.

In the case of restarting an internal combustion engine that has been automatically stopped during running, the internal combustion engine is restarted by combustion recovery starting when the rotation speed of the internal combustion engine under the input of a restart request is greater than or equal to a predetermined first rotation speed. In the case of restarting the internal combustion engine that has been automatically stopped during running, the internal combustion engine is restarted by cranking recovery starting when the rotation speed of the internal combustion engine under the input of the restart request is lower than the predetermined first rotation speed. The first rotation speed is set lower at the restart of the internal combustion engine in a sailing stop state than at the restart of the internal combustion engine in a coast stop state.

A vehicle control device is configured to: execute a fuel cut control for stopping fuel supply to the internal combustion engine in response to a deceleration request to the vehicle; engage the lock-up clutch and open a throttle of the vehicle during the execution of the fuel cut control; close the throttle and execute the motor assist in a case where there is an acceleration request to the vehicle while the lock-up clutch is engaged, the throttle is opened, and the fuel cut control is executed; end the fuel cut control and resume fuel supply to the internal combustion engine when an intake pressure of the internal combustion engine reaches a predetermined startable negative pressure after the throttle is closed; and disengage the lock-up clutch when the fuel supply to the internal combustion engine is resumed.

A vehicle, a vehicle powertrain system, a computer program product, and a method of controlling a vehicle in a manner to achieve enhanced driving performance. An example vehicle powertrain system includes one or more of a powertrain having an engine, a transmission, and a torque converter, and a control module to control the powertrain system. The control module is configured to conduct, in response to sensor data in connection with a detected current vehicle speed and a detected current transmission oil temperature, a vehicle powertrain analysis of the sensor data. The control module is to then control the powertrain in response to the vehicle powertrain analysis and an operating state of a lock-up clutch of the torque converter.

A controller includes a control unit which is configured to execute a coast stop control. The coast stop control is configured to perform automatic stopping of the drive source while the vehicle is traveling, when a permitting condition is satisfied, the permitting condition including a condition that a speed ratio R of the variator is lower than a first threshold R1 while the lock-up clutch is in an engaged phase. The control unit is configured to prohibit execution of the coast stop control in a case in which an input-output rotation speed difference of the torque converter is equal to or more than a predetermined value when the lock-up clutch is in the engaged phase.

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.

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.

A hybrid module includes a housing, an electric motor, a hydraulic coupling, a first clutch, a second clutch, and a flow plate assembly. The electric motor includes a stator fixed to the housing and a rotor rotatable relative to the housing. The hydraulic coupling is at least partially radially inside of the electric motor. The first clutch is for drivingly connecting the rotor to the engine. The second clutch is arranged in parallel with the hydraulic coupling for drivingly connecting the rotor to an input shaft of the planetary transmission. The flow plate assembly is fixed to the housing and includes a first flow plate and a second flow plate. The first flow plate has a radial groove forming a first portion of a radial flow channel. The second flow plate is fixed to the first flow plate and forms a second portion of the radial flow channel.

An operating noise estimation device for a vehicle on-board component, an operating sound estimation method for a vehicle on-board component, and a memory medium are provided. The vehicle on-board component is operated by rotation that is output by a drive source of a vehicle. One of an independently-operating sound index value and a coupling-associated operating sound index value is an input-side index value, and the other one is an output-side index value. A neural network is trained using, for training data, a measurement value of the independently-operating sound index value and a measurement value of the coupling-associated operating sound index value for an individual vehicle on-board component. The execution device estimates, using the trained neural network, a value of the output-side index value of the vehicle on-board component in which the input-side index value is a specified value.