A control device includes an internal combustion engine control unit configured to control an internal combustion engine. The internal combustion engine control unit is configured to, in a case where a first traveling mode, increase a rotational speed of the internal combustion engine in accordance with an increase in a speed of a vehicle and when the rotational speed reaches a predetermined first rotational speed, decrease the rotational speed to a second rotational speed lower than the first rotational speed, calculate a decrease rate of the rotational speed of the internal combustion engine per unit time when the rotational speed is decreased from the first rotational speed to the second rotational speed, and in a case where the traveling mode setting unit shifts from the first traveling mode to the second traveling mode, decrease the rotational speed of the internal combustion engine based on the decrease rate.

A hybrid vehicle (10) has, as drive sources of the hybrid vehicle (10), an engine (20) and a motor (40) mutually coupled via a clutch (30). An engine start controller (1) for the hybrid vehicle (10) includes: a clutch transmission torque control section (61) that controls transmission torque of the clutch (30) on the basis of a predicted engine speed value at the time of starting the engine (20) using the motor (40) via the clutch (30); and a predicted engine speed value setting section (62) that sets the predicted engine speed value on the basis of a stop crank position of the engine (20).

A method of controlling an engine and a transmission of a vehicle includes: determining, by a controller, whether the engine is restarted after releasing the vehicle's SSC (Start & Stop coasting) or whether the vehicle is accelerating during NCC (Neutral Coasting control), determining an RPM and gear stage of the transmission if it is determined that the engine is restarted after releasing the vehicle's SSC or the vehicle is accelerating during NCC, determining a mild hybrid starter and generator (MHSG) target RPM and an MHSG target RPM gradient of the vehicle, performing, by the controller, MHSG RPM control of the vehicle to follow the MHSG target RPM and the MHSG target RPM gradient, determining whether the MHSG RPM slips compared to the MHSG target RPM, and performing proportional-integral-derivative (PID) control to follow the MHSG target RPM if the MHSG RPM slips compared to the MHSG target RPM.

A motor vehicle has at least two drive motors, at least one of which is an electric motor, a high-voltage accumulator, and an automatic transmission which has at least one fixed gear ratio and at least one power-split gear ratio for transmission ratio adjustment starting from the at least one fixed gear ratio. The motor vehicle includes an electronic control unit having a speed control module which can be activated during a change of transmission ratio. The speed control module is designed in such a way that a setpoint speed is calculated in advance, by which setpoint speed both the speed gradient and also the speed curvature can be limited, the target speed of the at least one drive motor being continuously compared with a maximum allowed speed gradient and with a maximum allowed speed curvature.

A speed change control system for a vehicle configured to reduce uncomfortable feeling of a driver when shifting an operating mode via the fixed mode. When a required drive force to propel the vehicle is increased, a controller shifts the operating mode from a first continuously variable mode to a second continuously variable mode via a fixed mode. In this case, the controller increases an engine speed to a first target speed from a point when shifting from the fixed mode to the second continuously variable mode, and further increase the engine speed to a second target speed calculated based on the required drive force. In addition, the controller reduces the first target speed with an increase in at least any one of a first elapsed time and a second elapsed time.

An HV-ECU performs processing including calculating requested system power, calculating requested engine power when an engine activation request has been issued, setting an operating point on a predetermined operating line, setting an upper limit value of magnitude of an amount of lowering in engine rotation speed to a first value when a vehicle is in a sport running state and when the previous operating point is within a forced induction range, setting the upper limit value to a second value when the vehicle is not in the sport running state or when the previous operating point is not within the forced induction range, correcting the operating point, and outputting an engine operation state command, a first MG torque command, and a second MG torque command.

A hybrid vehicle with an engine and a rotary machine each coupled to a drive wheel in a power transmittable manner, comprises: an electronic control device that makes the rotary machine output a starting-time compensation torque to compensate a drop in a drive torque caused in a starting process of the engine in addition to a running torque when the engine is started while the vehicle is in a running state in which the drive torque is generated by the rotary machine and the engine is in a stopped state. The electronic control device starts the engine such that a starting-time inertia torque that is generated according to starting of the engine and causes the drop in the drive torque is made smaller when a torque margin of the rotary machine which is applied to the starting-time compensation torque is relatively small than when the torque margin is relatively large.

An off-road vehicle speed control assembly that includes a speed control device, a speed sensor, tire pressure sensors and an electronic controller. The speed control device controls speed of a vehicle power plant. The electronic controller is in electronic communication with the speed control device, the speed sensor and the plurality of tire pressure sensors and is configured to operate the speed control device in at least two different modes of operation: a normal mode in which the plurality of tires are inflated to a high-speed tire pressure; and, a first off-road mode in which the plurality of tires are inflated to a first off-road tire pressure that is less than the high-speed tire pressure. In the normal mode, speeds of the vehicle are unrestricted by the electronic controller. In the first off-road mode, speed of the vehicle is restricted.

A control device of a vehicle configured to travel on a plurality of travel modes includes an internal combustion engine control unit and a travel mode control unit. When a difference between a rotation speed of an internal combustion at a time when a transition condition is satisfied and a predicted rotation speed is equal to or larger than a threshold value, the internal combustion engine control unit performs rotation speed control such that the rotation speed of the internal combustion engine approaches the predicted rotation speed, and the travel mode control unit shifts a travel mode to a second travel mode after the rotation speed control of the internal combustion engine control unit is completed. The rotation speed control is control in which the rotation speed is changed in a plurality of stages so as to approach the predicted rotation speed.

A powertrain system includes a control device configured, where an engine speed at the time of detection of an acceleration request with a high acceleration request index value is lower than a specific engine speed, to: set the specific engine speed as an initial target engine speed for an acceleration associated with the acceleration request; and in a first acceleration time period before reaching the initial target engine speed, control an internal combustion engine in accordance with a first target engine power based on the initial target engine speed and supply, to an electric motor, a battery power corresponding to a difference obtained by subtracting the first target engine power from a required vehicle power. The specific engine speed is a value predetermined as a lower limit value of an engine speed range in which engine sound of the internal combustion engine is heard inside the vehicle.