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 vehicle includes an engine having a crankshaft, an electric machine having a rotor, a disconnect clutch having an input secured to the crankshaft and an output secured to the rotor, a hydraulic pump mechanically powered via rotation of the rotor and configured to supply hydraulic fluid to the actuate the disconnect clutch, a torque converter having an impeller secured to the rotor, and controller. The controller is programmed to, responsive to a speed of the impeller decreasing to less than a first threshold, which is indicative of a subsequent shutdown of the hydraulic pump, and responsive to the disconnect clutch being open while the engine is shut down, advance the disconnect clutch to a touch point where opposing sides of disconnect clutch make contact but substantially zero power is transferred between the engine and the electric machine.

A system includes a clutch control module, a shift control module, and a torque control module. The clutch control module is configured to generate a release command signal to switch a selectable one-way clutch (SOWC) from a locked state to a freewheel state. When the SOWC is in the locked state, a transmission transfers torque from an engine to a driveline and from the driveline to the engine. When the SOWC is in the freewheel state, the transmission transfers torque from the engine to the driveline and but not from the driveline to the engine. The shift control module is configured to generate a shift command signal to shift the transmission from a first gear to a second gear after the release command signal is generated. The torque control module is configured to increase an output torque of the engine for a period when the shift command signal is generated.

A control device for a vehicle including an internal combustion engine and an electric rotary machine connected to the internal combustion engine in a power-transmittable manner is able to perform torque-down through ignition delay control for delaying an ignition timing of the internal combustion engine and regeneration control for performing regeneration using the electric rotary machine when there is a torque-down request based on a vehicle state. The control device is configured to perform torque-down corresponding to a deficiency by delaying the ignition timing of the internal combustion engine when an actual torque of the electric rotary machine through the regeneration control is deficient for the torque-down request.

A braking force controller includes: a target jerk calculation unit; a first estimation unit configured to estimate an increment of braking force when a prescribed factor that increases braking force to be generated by the first actuator unit currently occurs; a second estimation unit configured to estimate the increment of the braking force when the prescribed factor occurs within a prescribed period; and a control unit configured to determine a negative jerk generated when the second actuator unit generates the braking force such that a sum of the negative jerk and the jerk generated by the first actuator unit without the prescribed factor becomes the target jerk. When the increment of the braking force due to the prescribed factor is larger than a prescribed value, the control unit corrects the determined negative jerk such that an absolute value of the negative jerk becomes smaller.

Method and system for starting an internal combustion engine of a hybrid vehicle, adapted to rotate a drive shaft providing torque via a transmission unit comprising a first clutch connecting the engine to an input shaft of a gearbox connected to a torque converter connected to a second clutch connecting the torque converter to the at least one driving wheel, where the input shaft is connected to an electric machine; the method comprising: disengaging the second clutch to a predetermined torque level such that there is a slip in the second clutch; engaging the lock-up clutch; engaging the first clutch to bring the engine to a first rotational speed; disengaging the first clutch when the engine has reached the first rotational speed; starting the engine, and engaging the first clutch when the engine has started and rotates with a second rotational speed.

A hybrid electric powertrain for a vehicle includes an engine, electric machine, torque converter having a pump, turbine, and torque converter clutch (“TCC”) configured, when applied, to lock the pump to the turbine, a one-way engine disconnect clutch connected to the turbine, a transmission, and a controller. A transmission input shaft directly couples to the electric machine, and is selectively coupled to the engine via the disconnect clutch. An output shaft is connectable to road wheels of the vehicle. The controller, in response to an engine-off request, determines turbine and pump speeds of the turbine and pump, respectively, registers that the engine is in an engine-off state when the pump speed is less than the turbine speed, and executes an electric vehicle (“EV”) mode shift using machine torque from the electric machine when the pump speed is zero during the engine-off state.

The present disclosure provides a hybrid powertrain system, comprising: an engine; a motor/generator (“MG”); a clutch coupled to the engine and the MG; a transmission coupled to the MG; an energy storage system connected to the MG; and a controller coupled to the engine, the MG, the clutch, the transmission and the energy storage system. The controller is configured to initiate an engine stop, allow engine torque and MG torque to reduce to zero or near zero, shift the transmission to a neutral gear, cause the MG to operate in a generator mode, thereby loading the engine to recover kinetic energy from the engine, disengage the clutch to decouple the MG from the engine, increase the speed of the MG to a target speed, and shift the transmission into gear in response to the MG reaching the target speed.

A powertrain for a vehicle includes a combustion engine and a drivetrain having a coupling with a first state of operation in which the input of the coupling is locked to the output of the coupling, and a second state of operation in which the input of the coupling is not locked to the output of the coupling for allowing slippage. The drivetrain also has a final drive configured for supplying torque to a drive wheel from the coupling, wherein the final drive is coupled to the coupling at a fixed gear ratio. The powertrain further includes one or more electric motors configured to supply torque to the drivetrain one or both of the input side and the output side of the coupling.

A construction machine includes: an engine driving at least one hydraulic pump configured to supply operating oil to a hydraulic actuator; an exhaust adjustment mechanism adjusting a flow rate of exhaust from the engine; and a control device controlling the exhaust adjustment mechanism. The control device determines whether or not a first downhill traveling condition and/or a second downhill traveling condition are/is satisfied. When at least one of the first downhill traveling condition and the second downhill traveling condition is satisfied, the control device controls the exhaust adjustment mechanism such that the exhaust adjustment mechanism executes exhaust brake.