A method for operating a hybrid vehicle includes, determining a shift element to be utilized for decoupling of slip and a decoupling differential speed depending on whether a starting process is carried out, depending on whether the transmission is transferred from a torque-transmitting state into a non-torque-transmitting state or from a non-torque-transmitting state into a torque-transmitting state, depending on whether a gear ratio change is carried out, and depending on whether the hybrid vehicle includes a hydrodynamic starting component.

The present disclosure relates to a shift control apparatus of a vehicle and its method. In particular, the shift control apparatus includes: a transmission including a first clutch and a second clutch; a torque source to generate power for driving a vehicle; a data detector to detect a vehicle state data; and a vehicle controller to connect a current stage synchronizer to a next stage driving gear if the vehicle state data satisfy a shift condition, release the first clutch to be connected to the driving gear of a current stage, perform a speed control of a torque source while maintaining the second clutch connected to the driving gear of the next stage in a slip state, and release the second clutch and connect the first clutch if the vehicle stage data satisfy a speed control completion condition to complete a shift to a target stage.

A motor control device which is an example of the present disclosure includes a hardware processor configured to: calculate damper torque on a basis of a difference between a crank angle and a motor angle; calculate, on a basis of the damper torque, reversed phase torque in reverse phase to the damper torque; calculate a correction amount for a phase of the reversed phase torque on a basis of a difference between a first value corresponding to a torsion angle between an input inertial member and an output inertial member and a second value corresponding to a torsion angle between an intermediate inertial member and the output inertial member; and output a motor torque command to be provided to a motor generator on a basis of the reversed phase torque a phase of which has been corrected in accordance with the correction amount.

A motor vehicle includes at least two drive motors, an automatic gearbox, and an electronic control unit, which, during a gear ratio adjustment between an engagement and a loading of a shift element, causes the shift element to be loaded with a predefined torque gradient at a first point in time at which at least one tooth-to-tooth position exists, up to a second point in time, cause the predefined torque to be limited to a maximum permissible torque during a predefined waiting period from the second point in time up to a third point in time, and cause the shift element to be further loaded with the previously predefined torque gradient after the waiting period or when the engaged state is detected.

A control system includes a first control device and a second control device. The second control device transmits, to the first control device, a resonance influence torque or a first motor rotation angle speed, and information acquisition timing, which is an acquisition timing of the first motor rotation angle speed. The first control device calculates an engine inertia torque based on an engine rotation angle speed. The first control device selects the resonance influence torque based on the first motor rotation angle speed acquired at a predetermined derivation timing, based on the received information acquisition timing, and derives, as an engine torque, a sum of the resonance influence torque and the engine inertia torque, calculated based on the engine rotation angle speed derived at the predetermined derivation timing.

A control system includes a first control device and a second control device. The second control device transmits, to the first control device, a resonance influence torque or a first motor rotation angle speed, and information acquisition timing, which is an acquisition timing of the first motor rotation angle speed. The first control device calculates an engine inertia torque based on an engine rotation angle speed. The first control device selects the resonance influence torque based on the first motor rotation angle speed acquired at a predetermined derivation timing, based on the received information acquisition timing, and derives, as an engine torque, a sum of the resonance influence torque and the engine inertia torque, calculated based on the engine rotation angle speed derived at the predetermined derivation timing.

Methods and systems are provided for operating a driveline of a hybrid vehicle powertrain, where the driveline includes an electric machine downstream of a dual clutch transmission, which is downstream of an engine. In one example, a method comprises communicating from a transmission, a torque to accelerate transmission components from a first speed to a second speed with first and second clutches of a dual transmission open, the communicating performed while an electric machine coupled to the dual clutch transmission at a location downstream of the dual clutch transmission is providing torque to propel a vehicle. In this way, wheel speed may remain substantially constant while the transmission is shifted and the engine is stopped.

Methods and systems are provided for operating a driveline of a hybrid vehicle that includes an internal combustion engine, a rear drive unit electric machine, an integrated starter/generator, and a transmission are described. In one example, inertia torque compensation is provided to counter inertia torque during a power-on upshift.

Methods and systems are provided for operating a driveline of a hybrid vehicle that includes an internal combustion engine, an electric machine, and a transmission are described. In one example, the engine is started and coupled to the driveline via closing a clutch of a dual clutch transmission. Speed of the engine and clutch pressure are controlled to reduce driveline torque disturbances and provide a desired wheel torque.

A gear shift control device for a continuously variable transmission of a vehicle is configured to steplessly and continuously change and output a rotation speed of an engine. The gear shift control device includes a gear shift control unit and a torque control command unit. The gear shift control unit is configured to implement a pseudo-stepped upshift control to change a gear shift ratio in steps when upshifting the continuously variable transmission. The torque control command unit is configured to output a torque reduction command so as to reduce an engine torque in conjunction with the pseudo-stepped upshift control so that reduction of the engine torque starts before a point in time when an actual gear shift ratio starts changing in response to an upshift command.