A vehicle driving system 1 includes a first motor/generator M/G1 which is mechanically connected to either of front wheels Wf and rear wheels Wr of a vehicle, a second motor/generator M/G2 which is electrically connected with the first motor/generator M/G1, and a flywheel FW which is mechanically connected with the second motor/generator M/G2 and which stores kinetic energy. The second motor/generator M/G2 is mechanically connected to the other of the front wheels Wf and the rear wheels Wr of the vehicle.

A driving assistance apparatus, which executes a regeneration increasing control, includes a stop position specifying unit specifying a stop position, a calculation unit calculating a predetermined position at which a speed of the vehicle reduces to a predetermined speed, a determination unit determining a start point of a deceleration distance as a notification position when a distance between an end point of the deceleration distance and the predetermined position satisfies a predetermined condition, a notification unit notifying the driver to turn off the accelerator, and a regeneration control unit starting the regeneration increasing control when the vehicle has travelled the distance that satisfies the predetermined condition from the notification position.

A hybrid vehicle includes an engine, an electric machine configured to apply a negative torque during regenerative braking, and a multi-speed transmission coupled to the engine and having multiple discrete gear ratios. A controller is programmed to, in response to a request to decelerate the vehicle, command a shift of the transmission to a one of the gear ratios that is predetermined to rotate the electric machine at a speed that generates a regenerative-braking torque corresponding to a target deceleration of the vehicle without application of friction brakes.

A vehicle comprises a hybrid powertrain includes an electric machine coupled between an automatic gearbox and an engine. The vehicle includes paddle shifters configured to output a driver requested gear change. The hybrid powertrain is configured to selectively operate in an economy mode that optimizes fuel economy. While operating in the economy mode, a controller may selectively inhibit the driver requested gear change when the change may negatively impact fuel economy. In the economy mode, the driver requested gear change may be inhibited during a demand for braking. If the driver requested gear change is a downshift request, the downshift is inhibited and simulated using electric machine torque.

A vehicle control system includes a target drive force calculation unit, an arithmetic unit, a stop holding unit, a power-running-generative drive force calculation unit, and a traveling mode selection unit. The arithmetic unit calculates required drive force and required brake force based on target drive force calculated by the target drive force calculation unit. The arithmetic unit calculates the required drive force by setting the required brake force to stop hold brake force or greater if an engine traveling mode is selected at an immediately preceding timing by the traveling mode selection unit. The arithmetic unit calculates the required brake force by setting the required drive force to less than or equal to power-running-generative drive force calculated by the power-running-generative drive force calculation unit if an electric vehicle traveling mode is selected at the immediately preceding timing by the traveling mode selection unit.

The application describes a self-propelling work machine, in the form of a truck, having an electric drive comprising at least one electric motor, a generator drivable by an internal combustion engine for the power supply of the electric drive, and a braking apparatus for braking the work machine, wherein the braking apparatus provides a regenerative braking by the electric drive and a feedback apparatus for feeding back electrical motor braking power of the electric motor to the generator to apply the motor braking power on the internal combustion engine. The application further describes a method for braking the work machine. A braking control apparatus is provided for an automatic connection of a mechanical brake in dependence on the motor braking power fed back to the internal combustion engine and/or in dependence on the operating state of the internal combustion engine acted on by the fed back motor braking power.

A method for controlling a hybrid electric powertrain includes, in response to a request to increase a powertrain braking force on at least one of a plurality of traction wheels, (i) commanding at least one clutch to increase a gear ratio of a transmission, and (ii) during clutch stroke, commanding an electric machine to act as a generator such that the electric machine applies a braking force to at least one of the traction wheels.

A system and method for operating a hybrid vehicle having an engine and an eMachine coupled by a clutch using a hybrid controller is presented. The method determines an idle fuel rate of the engine, determines a hybrid efficiency index for the hybrid vehicle, determines an expected energy storage rate increase for an operating condition where the engine is decoupled from a vehicle transmission using said clutch, multiplies the expected energy storage rate increase by the hybrid efficiency index to determine an expected fuel rate reduction of the engine in the operating condition; and decouples the engine from the vehicle transmission using the clutch if the expected fuel rate reduction is greater than the idle fuel rate.

A vehicle control system includes a controller that is programmed to, in response to an accelerator lift-pedal event, generate a drag torque, with at least one of an engine and electric machine, having a magnitude that is based on a deceleration fuel shut-off torque of the engine and a desired power output of the electric machine, and limit the drag torque to a threshold value that is based on the deceleration fuel shut-off torque.

The present disclosure relates to a hydraulic drive system having a hydraulic circuit architecture operable in first and second modes. In a first mode, a main hydraulic pump (22) is used to drive a hydraulic actuator (24) via a closed hydraulic circuit, and a charge pump (42) provides charge flow to the closed hydraulic circuit. In a second mode the main pump set to zero displacement and the charge pump (42) is used to drive the hydraulic actuator (24).