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 method to control a road vehicle during a slip of the drive wheels, which are caused to rotate by an internal combustion engine provided with a plurality of cylinders arranged in two banks, and with a plurality of fuel injectors each injecting fuel into a corresponding cylinder. The control method comprises the steps of: detecting a slip of at least one drive wheel; and controlling the internal combustion engine, only during a slip of at least one drive wheel, with a signalling law, which causes the internal combustion engine to work in an abnormal manner so as to generate an abnormal vibration and/or an abnormal noise, which can be perceived by the driver. The internal combustion engine has two twin control units, each of which is associated with a corresponding bank, controls all and the sole injectors of its own bank and actuates the signalling law completely independently of and autonomously from the other control unit.

Provided is a control device for a vehicle including a continuously variable transmission. The control device includes a lock-up clutch, an oil pump, an electric motor, and a device control unit. The lock-up clutch is disposed in a torque converter coupled to the engine and switchable between an engaged state and a released state. The oil pump is driven by the engine and supplies a hydraulic oil to the continuously variable transmission. The electric motor is coupled to the engine and controlled to be in a powering state in which the engine is rotationally driven. The device control unit controls the lock-up clutch to put into the released state and controls the electric motor to put into the powering state if a discharge pressure of the oil pump falls below a threshold value at the time of a vehicle deceleration in which a fuel supply to the engine is cut off.

An exhaust-gas purification system and method controls an internal combustion engine having at least one cylinder-piston unit operating in a overrun (drag) mode in which piston motion is induced by motion of an output shaft of a drive output unit associated with the internal combustion engine. A control device controls, for each of cylinder-piston unit, an intake fluid, an exhaust valve and fuel injection to heat an exhaust emission control device by deactivating fuel injection, passing the substantially fuel-free intake fluid into the cylinder, compressing and thereby heating the fluid in the cylinder, and passing the heated outlet fluid to the exhaust emission control device. The control device may control the amount of heating based on measurement and/or use of a temperature model of the exhaust emission control device.

A method for analyzing the distribution of energy expenditures of a motor vehicle from data from a communications network and from parameters of the vehicle includes steps in which the energy expenditures of the vehicle over a journey are calculated, the said energy expenditures are analyzed by comparing them with at least one model of the vehicle simulating the same journey, an energy balance report is formulated on the basis of the analysis of the energy expenditures and of the fuel consumption and the said energy balance report is communicated to an external server.

Through-the-road (TTR) hybrid designs using control strategies such as an equivalent consumption minimization strategy (ECMS) or an adaptive ECMS are implemented at the supplemental torque delivering electrically-powered drive axle (or axles) in a manner that follows operational parameters or computationally estimates states of the primary drivetrain and/or fuel-fed engine, but does not itself participate in control of the fuel-fed engine or primary drivetrain. BSFC type data particular to the paired-with fuel-fed engine allows an ECMS implementation (or other similar control strategy) to adapt to efficiency curves for the particular fuel-fed engine and to improve overall efficiencies of the TTR hybrid configuration.

A control apparatus is configured to control a vehicle. The vehicle includes an engine, a generator, and a drive motor. The generator is configured to generate electric power by using motive power to be outputted from the engine. The drive motor is coupled to a drive wheel. The engine, the generator, and the drive motor are coupled to each other via a planetary gear mechanism. The control apparatus includes a processor configured to control an operating point of the engine by controlling respective operations of the generator and the drive motor. The processor is configured to change a fuel consumption characteristic of the engine on the basis of traveling characteristic data, and to control the operating point of the engine on the basis of the fuel consumption characteristic. The traveling characteristic data indicates a traveling characteristic in the past of the vehicle driven by a driver of the vehicle.

A system may include a computer to obtain orientation information of a determined travel route for a vehicle system that includes a first power source and a second power source. The computer may determine one or more energy requirements of a hybrid propulsion system based on the orientation information. The computer may generate a trip plan to control a performance parameter(s) of a hybrid propulsion system and control a stable low temperature combustion. The computer may select at least one of the first power source or the second power source to deliver the one or more energy requirements. A method may include obtaining the orientation information, determining the one or more energy requirements, generating the trip plan, and selecting at least one of the first power source or the second power source. A vehicle system may include a hybrid power source, an electric motor(s), and a computer.

A controller configured to control a hybrid vehicle includes a catalyst temperature increase control unit configured to execute a catalyst temperature increase control of increasing a temperature of a three-way catalyst device, a motoring control of rotating a crankshaft of an internal combustion engine with power of a motor in a state in which combustion of the internal combustion engine is stopped, and a fuel introduction process of introducing unburned air-fuel mixture into an exhaust passage by performing fuel injection in the internal combustion engine during the execution of the motoring control.

A degradation determination device for a secondary battery is used for a hybrid vehicle, is configured to determine degradation of the secondary battery, and includes a processor. The processor is configured to determine whether predetermined charge control is executed based on a vehicle speed, an accelerator operation amount, and a fuel injection amount or a rotational speed. The processor determines that degradation of the secondary battery has progressed when a charge frequency is high compared to when the charge frequency is low. The charge frequency is the ratio of the time for which the predetermined charge control is executed to a required time for a predetermined period.