The control device for a hybrid vehicle includes: a mechanical power source; an electric motor to be used when the mechanical power source is started; a first clutch arranged between the mechanical power source and a first transmission mechanism including a plurality of gear shift stages; a second clutch arranged between the mechanical power source and a second transmission mechanism including a plurality of gear shift stages; an electrical power source coupled to an input shaft of the first transmission mechanism; and a control unit for controlling a torque of at least one of the second clutch or the electric motor so as to compensate a braking force decreased upon a gear shift in the electrical power source when a gear shift request for shifting the gear shift stage of the first transmission mechanism is made during a regeneration travel of the electrical power source.

In a clutch engagement control system for engagement and disengagement of transmission of a rotational force between a mainshaft and a countershaft, when clutch engagement control is executed based on the determination that rotational speeds of both the shafts agree with each other, even if unexpected variations in countershaft rotational speed result from torsion occurring downstream of the countershaft in a drive system and/or the like, smooth engagement control is implemented. A control value of countershaft rotational speed at each time is updated and managed. If a threshold value is exceeded by a difference between a countershaft rotational speed actual measured value and the preceding control value, the threshold value is added to the preceding value to obtain the control value. If the threshold value does not exceed the difference, the actual measured value at this time is set as a control value without any change.

A control method of a transmission of an electric vehicle provided with a transmission having a sleeve gear having an inclined chamfer on a first side of the sleeve gear and a flat chamfer on a second side of the sleeve gear, may include measuring a maximum movable stroke of a sleeve having the sleeve gear by moving the sleeve axially to both sides by a controller; determining a reference range to which the measured maximum stroke pertains from predetermined reference ranges by the controller; and determining and setting a neutral position of the sleeve using a predetermined determination method, depending on the determined reference range by the controller.

A control method of a transmission of an electric vehicle provided with a transmission having a sleeve gear having an inclined chamfer on a first side of the sleeve gear and a flat chamfer on a second side of the sleeve gear, may include measuring a maximum movable stroke of a sleeve having the sleeve gear by moving the sleeve axially to both sides by a controller; determining a reference range to which the measured maximum stroke pertains from predetermined reference ranges by the controller; and determining and setting a neutral position of the sleeve using a predetermined determination method, depending on the determined reference range by the controller.

In a dutch engagement control system for engagement and disengagement of transmission of a rotational force between a mainshaft and a countershaft, when clutch engagement control is executed based on the determination that rotational speeds of both the shafts agree with each other, even if unexpected variations in countershaft rotational speed result from torsion occurring downstream of the countershaft in a drive system and/or the like, smooth engagement control is implemented. A control value of countershaft rotational speed at each time is updated and managed. If a threshold value is exceeded by a difference between a countershaft rotational speed actual measured value and the preceding control value, the threshold value is added to the preceding value to obtain the control value. If the threshold value does not exceed the difference, the actual measured value at this time is set as a control value without any change.