A hybrid vehicle control system and method include a controller programmed to, while a transmission is in PARK or NEUTRAL, start an engine, close a disconnect clutch selectively coupling the engine to an electric machine, and control the electric machine to charge a traction battery in response to the accelerator pedal position exceeding an idle position and being less than a threshold. The controller controls transmission impeller speed in response to accelerator pedal position exceeding the threshold to allow revving the engine in response to accelerator pedal. A method for controlling a hybrid vehicle includes starting an engine, closing a clutch between the engine and an electric machine, and controlling the engine and the electric machine to either: i) charge a traction battery or ii) rev the engine based on accelerator pedal position relative to a threshold above an idle position while the transmission is in PARK or NEUTRAL.

A control device of an automatic transmission to set and control a gear position based on a vehicle speed and an accelerator opening degree, includes a controller determining a high load travel based on a travel resistance during travel control on a gear shift line, which is set such that a region on a higher accelerator opening degree side of a downshift line is a region where a lock-up clutch is to be turned off, and turning off the lock-up clutch before downshifting when determining the high load travel.

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.

A control apparatus for a vehicle that includes an engine includes an electric generator, a throttle valve, an electric generator control unit, and a throttle control unit. The electric generator is configured to be coupled to the engine. The throttle valve is configured to control an amount of intake air of the engine. The electric generator control unit is configured to allow the electric generator to perform regenerative power-generation on decelerated travel of the vehicle. The throttle control unit is configured to control the throttle valve openwise on the decelerated travel. The electric generator control unit is configured to cause an increase in power-generation torque of the electric generator, upon a switchover of the engine from a fuel cut state to a fuel injection state on the decelerated travel.

A vehicle power supply apparatus includes first and second power supply systems, first and second switches, and a fail-safe controller. The second power supply system includes a generator motor coupled to an engine, and a second electrical energy accumulator able to be coupled to the generator motor. The fail-safe controller inhibits a powering state of the generator motor on the condition that the second switch is in a malfunctioning state in which the second switch is rendered inoperative in a second turn-on state. The second turn-on state includes coupling the generator motor and the second electrical energy accumulator to each other.

Provided is a hydraulic pressure control device. A hydraulic pressure control device includes a solenoid valve configured to supply hydraulic pressure to switch between an engaged state and a released state of a lock-up clutch, and a transmission control device configured to control the solenoid valve. The solenoid valve supplies hydraulic pressure to switch between a parking locked state and a parking released state of a parking lock mechanism, in addition to switching of the lock-up clutch.

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 control device that controls a vehicle transmission device including an input drivingly coupled to an internal combustion engine, an output drivingly coupled to wheels, a shift input drivingly coupled to the input via a fluid coupling having a lock-up clutch, and a speed change mechanism disposed on a power transmission path connecting the shift input and the output, wherein the speed change mechanism is capable of performing both continuously variable shifting that continuously changes a speed ratio, and stepped shifting that changes a speed ratio in a stepwise manner, the control device including: an electronic control unit that is configured to perform, when the stepped shifting is performed, rotation maintained engagement control that controls an engagement pressure of the lock-up clutch such that a rotational speed of the input follows a predetermined target rotational speed, regardless of a change in rotational speed of the shift input.

A vehicle control apparatus includes an engine, a refrigerant compressor, a lock up clutch, a throttle valve, and first, second, and third deceleration controllers. The second deceleration controller controls the lock up clutch to a slip state and controls the throttle valve openwise on the condition that the refrigerant compressor is in the stopped state on decelerated travel of a vehicle in a second speed region in which a vehicle speed is lower than a first vehicle speed and higher than a second vehicle speed lower than the first vehicle speed. The second deceleration controller controls the lock up clutch to a disengaged state and controls the throttle valve closewise on the condition that the refrigerant compressor is in the operative state on the decelerated travel of the vehicle in the second speed region.

A slip lock-up control device for a vehicle includes a torque converter having a lock-up clutch, and a slip lock-up controller. The slip lock-up controller performs slip lock-up control using a lock-up pressure difference command to match an actual slip rotational speed to a target slip rotational speed based on engine torque information indicative of input torque, when a lock-up engagement condition is fulfilled when the lock-up clutch is in a released state. During the slip lock-up control, when in an engine torque unstable range for which an engine torque has a rise gradient with respect to a rise change of an engine speed, the slip lock-up controller sets the lock-up pressure difference command to a second lock-up pressure difference command for which a pressure difference fluctuation is averaged more than a first lock-up pressure difference command used in a range other than the engine torque unstable range.