A vehicle control apparatus includes an overlapping-prediction determination portion configured to determine whether or not it is predicted that, during execution of a synchronous control for placing a clutch, which is provided between an engine and an electric motor, into an engaged state, a synchronization-completion time point of the clutch overlaps with an inertia phase period in process of a shift control of a transmission, and a torque limitation portion configured, when the overlapping-prediction determination portion determines that it is predicted that the synchronization-completion time point overlaps with the inertia phase period, to execute a torque limitation by which at least one of a torque capacity of the clutch and an output torque of the engine is made smaller than when the overlapping-prediction determination portion determines that it is not predicted that the synchronization-completion time point overlaps with the inertia phase period.

A vehicle control apparatus includes an overlapping-prediction determination portion configured to determine whether or not it is predicted that, during execution of a synchronous control for placing a clutch, which is provided between an engine and an electric motor, into an engaged state, a synchronization-completion time point of the clutch overlaps with an inertia phase period in process of a shift control of a transmission, and a torque limitation portion configured, when the overlapping-prediction determination portion determines that it is predicted that the synchronization-completion time point overlaps with the inertia phase period, to execute a torque limitation by which at least one of a torque capacity of the clutch and an output torque of the engine is made smaller than when the overlapping-prediction determination portion determines that it is not predicted that the synchronization-completion time point overlaps with the inertia phase period.

A hybrid vehicle of the disclosure includes an engine, a motor that outputs a torque to a driving system, a hydraulic clutch that connects the engine with the motor and disconnects the engine from the motor, and a control device that performs slip control of the hydraulic clutch in response to satisfaction of a start condition of the engine and controls the motor to output at least a cranking torque to the engine. The control device sets a target value of a rotation speed difference between the engine and the motor during execution of the slip control, and increases at least one of a hydraulic pressure to the hydraulic clutch, an output torque of the motor and an output torque of the engine when a difference between the rotation speed difference and the target value is out of an allowable range. This configuration ensures good startability of the engine.

A clutch control device is provided for a four-wheel drive vehicle for transmitting drive force to the rear wheels. The clutch control device includes a dog clutch and a friction clutch, and a controller that controls the engagement and disengagement of the dog clutch and the friction clutch. In this clutch control device, when there is a request to engage the dog clutch from a disengaged state, the controller, during the engagement control of the friction clutch, first controls the engagement of the friction clutch, monitors the change gradient of the clutch rotational speed difference of the dog clutch and starts engagement of the dog clutch upon determining that the gradient of the clutch rotational speed difference is no longer decreasing.

A controller of a vehicle that includes a return control unit configured to carry out a complete engagement control of a power connecting/disconnecting device. At the time a return condition from inertia traveling to normal traveling is established and a down shift of an automatic transmission is requested, the return control unit carries out a down shift control of the automatic transmission so that a difference between an increasing gradient of a rotating speed of a first engaging portion and an increasing gradient of a rotating speed of a second engaging portion is within a predetermined range. At the time it can be regarded that the rotating speed of the first engaging portion and the rotating speed of the second engaging portion are synchronized, the return control unit completely engages the power connecting/disconnecting device.

A vehicle includes an engine, an electric machine, an engine disconnect clutch, and a transmission input configured to transmit power from the engine and electric machine to a transmission. The vehicle also includes a controller program to close the disconnect clutch and start the engine before downshifting in response to an anticipated transmission downshift in which a predicted speed of the transmission input after the downshift will be outside a predetermined speed range or a torque capacity of the electric machine will be less than a predicted required torque after the downshift.

A control system for a hybrid vehicle configured to limit a thermal damage to a starting clutch without generating a shock. The control system is applied to a vehicle in which a prime mover includes an engine, a first motor, and a second motor. In the vehicle, the first motor is connected to the engine, and a first clutch and a second clutch are disposed between the engine and drive wheels. A controller executes a transient slip control to cause the second clutch to slip while bringing the slipping first clutch into complete engagement if a temperature of the first clutch is high. If an engine speed is changed during execution of the transient slip control, the first motor generates a collection torque to suppress the change in the engine speed.

A hybrid drive device includes an internal combustion engine, an electric machine and an impulse start module which comprises two clutches and a flywheel mass. A method for operating the hybrid device includes opening the first clutch of the impulse-start module and establishing a start-up requirement for the internal-combustion engine. The method also includes closing the first clutch with the second clutch in an open or closed position for a start of the internal-combustion engine.

A method and system for controlling an engine clutch of a P2 type parallel hybrid vehicle includes steps of: determining whether or not a learning mode entry condition is satisfied, depending on whether or not a kickdown shift occurs during performance of variable hydraulic control of an engine clutch and based on the degree to which slip of the engine clutch occurs, deriving and storing a learning hydraulic value for suppressing the slip that is to occur when the kickdown shift occurs during the performance of the variable hydraulic control in such a manner that the slip does not occur, when a vehicle state satisfies a predetermined learning mode entry condition, and computing a final hydraulic pressure by adding a hydraulic compensation value to a target hydraulic pressure, when the same kickdown shift situation occurs, and controlling the engine clutch using the computed final hydraulic pressure.

A launch control method is provided for a vehicle having an accelerator, a brake and a continuously variable transmission (CVT). The method comprises determining: (i) a braking torque set by a vehicle operator by pressing a brake pedal of the vehicle; and (ii) a holding torque required to hold the vehicle in a stationary position. The method also determines that the operator has released the brake pedal. The brake is released whilst engaging a launch clutch of the CVT, wherein the launch clutch is engaged by increasing a clutch engagement pressure at a first pressure ramp rate, such that the sum of the braking torque and a clutch torque of the clutch remains equal to the holding torque. An acceleration torque requested by the operator via the accelerator is determined. The clutch engagement pressure is increased at a second pressure ramp rate when it is determined that the braking torque is substantially zero, such that the clutch torque is increased by the acceleration torque. A fixed minimum pressure ramp rate is stored, wherein the minimum pressure ramp rate increases the clutch engagement pressure towards a maximum engagement pressure. The current pressure ramp rate is compared with the minimum pressure ramp rate, and the clutch engagement pressure is switched to the minimum pressure ramp rate if the current pressure ramp rate is less than the minimum pressure ramp rate.