A drive control system is provided, which is mounted on a vehicle configured to travel by operation of a driver. The drive control system includes an actuator configured to output a driving force for the vehicle to travel, an output sensor configured to detect a driving force requested by the operation of the driver, and a control device configured to control operation of the actuator based on the requested driving force detected by the output sensor. The control device sets a target output value by adding a given delay time to a requested output value set corresponding to the requested driving force, and controls the actuator so as to output the target output value based on a response characteristic of the actuator.

An MG1 torque at a time of decreasing an engine speed of an engine is made larger when a turbocharging pressure by a turbocharger is higher than when the turbocharging pressure is lower. In this way, even if the losses of pumps of the engine differ due to the remaining turbocharging pressure during a transition of stopping the engine in turbocharging, it is possible to appropriately reduce the engine speed. Therefore, when the engine is being brought to a stop, it is possible to appropriately suppress vibration generated in the vehicle.

When an engine during rotation stop is started, a target cranking speed is set to a value at which a first rotating machine MG1 is maintained in an electric power generation state when a request engine power is an output that needs a turbocharging pressure and which is higher than when the request output is not the output that needs the turbocharging pressure, and even after the engine is brought into the operating state, an MG1 cranking torque is controlled to apply a torque for increasing an engine speed of the engine to the target cranking speed to the engine. In this way, it is possible to increase the engine speed after an autonomous operation more quickly while suppressing power consumption of the first rotating machine MG1.

A vehicle includes an engine, a motor generator, a battery, and an ECU, and is configured to selectively perform EV running and engine running. When requested power is smaller than reference power, ECU calculates an engine fuel consumption ratio h1 when the engine outputs power resulting from addition of optimal charging power for the battery to the requested power, and determines whether the engine fuel consumption ratio h1 is larger than an EV criterion line resulting from addition of a margin K to a battery equivalent fuel consumption ratio F. When the engine fuel consumption ratio h1 is larger than the EV criterion line, ECU selects EV running, and otherwise selects engine running. The ECU calculates the margin K by referring to an FK map which defines correspondence between the battery equivalent fuel consumption ratio F and the margin K with which an SOC is converged to a target range.

The present invention discloses an ECMS-based PHEV four-drive torque distribution method. The method specifically comprises the following steps: step 1, calculating an equivalent fuel consumption factor according to the residual electric quantity of a power battery; step 2, calculating instantaneous total equivalent fuel consumption rate; step 3, converting all operating torque combinations of an engine, a BSG motor and a rear axle motor into the operating torque of a driving wheel, and determining the operating torque range of each power source according to the operating torque range of the driving wheel; step 4, solving the minimum value of the instantaneous total equivalent fuel consumption rate within the actual operating torque range of each power source; and step 5, taking the operating torque of each power source corresponding to the minimum instantaneous total equivalent fuel consumption rate as the PHEV optimal operating torque for distribution.

Methods and systems are provided for coordinating engine and motor torque in a hybrid vehicle system. The systems and methods use an engine torque command to obtain a motor torque command, and adjust the engine torque command based on an estimate of a time delay between commanded and actual motor torque prior to the engine command being sent to an engine controller. In this way, crankshaft torque accuracy may be improved.

Methods and systems are provided for operating a high voltage generator coupled to a plug-in hybrid vehicle driven by a reciprocating piston engine. In one example, a method may include, predicting variations in output torque from the reciprocating piston engine and adjusting the driving torque required for the high voltage electric generator based upon the predicted torque variations.

The invention relates to a method of controlling a hybrid propulsion system of a vehicle, wherein a control (COM) (minimizing consumption and pollutant emissions at the after-treatment system outlet) is defined. The control method is based on minimizing a cost function (H) of a model (MOD) of the propulsion system. Thus, the method according to the invention allows simultaneous minimizing of fuel consumption and pollution emissions by accounting for after-treatment system efficiency.

A shift control method for a hybrid vehicle having a dual clutch transmission may include an undershoot determination step of determining, by a controller, whether the amount of undershoot occurring during an inertia phase of power-off upshift is equal to or greater than a prescribed reference amount, a response-starting step of starting, by the controller, when the amount of undershoot is equal to or greater than the prescribed reference amount, coordinated engine torque control using a first coordinated torque, which is determined as the larger one of engine model torque determined from a model and engine map torque obtained from a map in a response to clutch slippage, and a response-maintaining step of determining, by the controller, second coordinated torque to control the engine and controlling engine torque until the inertia phase is completed.

A motor torque control method for a motor-driven vehicle is carried out when a vehicle reduces its speed to a low speed or is in a stopped state, gear backlash and torsion of a drivetrain are minimized, and thus impact on the drivetrain which may occur during starting or restarting of a vehicle is minimized. The motor control method includes determining whether vehicle speed is in a speed reducing state less than a set vehicle speed or in a stopped state; determining a required torque command, an anti-jerk torque, and an additional drivetrain arrangement torque for removing drivetrain backlash based on vehicle operation state information when the speed reducing state or the stopped state is determined; and determining a motor torque command by using the required torque command, the anti-jerk torque, and the drivetrain arrangement torque.