하이브리드 차량의 모드 전환 제어 장치 및 방법

... 본 발명은 운전자의 요구 파워가 일정 수준 이상에서 안정적으로 유지되는 경우 최적 모드 전환 기준점에서 모드를 전환하는 하이브리드 차량의 모드 전환 제어 장치 및 방법에 관한 것이다. 본 발명의 실시예에 따른 하이브리드 차량의 모드 전환 제어 방법은 운전자의 요구 파워를 연산하는 단계; 상기 연산된 요구 파워가 제1 설정값 이상인 상태로 제1 설정 시간 동안 유지되는지를 판단하는 단계; 상기 요구 파워가 제1 설정값 이상으로 제1 설정 시간 동안 유지되면, 모드 전환 히스테리시스 라인을 상향 제어하는 단계; 그리고 상기 상향된 모드 전환 히스테리시스 라인에 따라 모드 전환을 제어하는 단계;를 포함할 수 있다.

DRIVE SYSTEM FOR HYBRID VEHICLE

Provided is a drive system for a hybrid vehicle, capable of suppressing the degradation of operability by rapidly shifting a drive mode from any gear-fixed drive modes to a motor drive mode when there is a motor drive request while driving in the gear-fixed drive mode by an engine. When there is a motor drive request while driving in a gear-fixed drive mode selected among multiple gear-fixed drive modes, the motor drive mode applied since one (CL1 or BK1) of two locking connection elements locked and connected to apply the gear-fixed drive mode is selected (ST1-ST4). Therefore, in any one among the gear-fixed drive modes, the locking connection element (CL1 or BK1) is simply opened, so the motor drive mode is applied. COPYRIGHT KIPO 2016 (AA) Converting and controlling a motor drive request mode (BB) Return (ST1) EV driving request? (ST2) Gear-fixed drive ′gear 1′ or ′gear 2′ (ST3) Motor drive mode EV1 (ST4) Motor drive mode EV2 ...

POWERTRAIN FOR HYBRID VEHICLE

The present invention relates to a powertrain for a hybrid vehicle, achieving a multi-staged shift gear formed by driving a motor to improve driving performance of a vehicle and reducing prime costs of the motor and the weight thereof. The powertrain for a hybrid vehicle comprises a motor, a first shift gear device, a one-way clutch, a first intermittent member, a second intermittent member and a second shift gear device. The motor provides power to a first input shaft. The first shift gear device has multiple pairs of motor-side gears in an engaged state, which each have a different transmission ratio, on the first input shaft and a first output shaft, and selectively shifts a pair of motor-side gears suitable for a driving speed by a motor-side intermittent device. The one-way clutch is included in one of the pairs of the motor-side gears. The intermittent member is included to be spaced between the remaining pairs of motor-side gears excluding the pair of motor-side gears where the one-way ...

MODE SWITCHING CONTROL DEVICE AND METHOD FOR HYBRID VEHICLE

The present invention relates to a mode switching control device and a method for a hybrid vehicle, which switch modes at an optimum mode switching reference point when a driver′s required power is stably maintained at a predetermined level or higher. The mode switching control method for a hybrid vehicle according to the embodiment of the present invention comprises: a step of calculating required power of the driver; a step of determining whether the calculated required power is maintained for a first set time period with a first set value or higher; a step of controlling the mode switching hysteresis line to increase when the required power is maintained for a first set time equal to or greater than a first set value; and a step of controlling the mode switching according to the increased mode switching hysteresis line. COPYRIGHT KIPO 2016 (AA) Start (BB) End (S10) Calculating required power of a driver (S20) Required power for first set time >= First set value (S30) Upwardly controlling ...

STARTER MOTOR INTEGRATED AIR CONDITIONER COMPRESSOR

Provided is a vehicle where an engine assisting function and a refrigerant compressing function are integrated. To this end, according to an embodiment of the present invention, the vehicle enables a first power control unit coupled to a rotational shaft of a compression unit or a rotational shaft of a motor unit to control a driving force of an engine and a driving force of the motor unit, wherein the motor unit and the compression unit are coupled to each other inside a housing. COPYRIGHT KIPO 2016 ...

POWER TRANSMISSION STRUCTURE OF HYBRID CAR

The present invention relates to a power transmission structure of a hybrid car, which includes an engine (10), a motor (20), and an output shaft (40) for delivering power generated from each of the engine (10) and the motor (20), respectively to a transmission (30). The motor (20) is arranged in parallel with the engine (10), and the output shaft (40) is connected to the transmission (30) through the center of the motor (30). A first clutch (110), a dual clutch, is prepared at the output shaft (40) between the motor (20) and the transmission (30). A second clutch (130) controlling the power delivered through the output shaft (40) is prepared between the clutch (110) and the transmission (20). COPYRIGHT KIPO 2016 ...

하이브리드 차량용 구동 장치

... (과제) 엔진에 의한 변속단 고정 주행 모드로 주행 중에 전동기 주행 요구가 있었을 때에, 어느 변속단 고정 주행 모드부터라도 전동기 주행 모드로 동향 신속하게 전환이 실시되어, 운전성의 저하가 억제되는 하이브리드 차량용 구동 장치를 제공한다. (해결 수단) 복수 종류의 변속단 고정 주행 모드에서 선택된 1 개의 변속단 고정 주행 모드에 의한 주행 중에 있어서의 전동기 주행 요구시에는, 그 1 개의 변속단 고정 주행 모드를 성립시키기 위해서 걸어맞춤된 2 개의 걸어맞춤 요소 중 일방 (CL1 또는 BK1) 을 개방시킴으로써 성립되는 전동기 주행 모드가 선택된다 (ST1 ∼ ST4). 이 때문에, 복수 종류의 변속단 고정 주행 모드 중 어느 것에 있어서도, 걸어맞춤 요소 (CL1 또는 BK1) 를 단순히 개방함으로써, 전동기 주행 모드가 성립된다.

ENGINE CLUTCH CONTROL APPARATUS OF HYBRID VEHICLE AND ENGINE CLUTCH CONTROL METHOD OF HYBRID VEHICLE

The present invention relates to a technique, performing correction of reflecting real-time engine torque at preset engine clutch releasing delay time during transition of a driving mode of a hybrid vehicle. According to one embodiment of the present invention, provided are an engine clutch control method of a hybrid vehicle, and the engine clutch control apparatus of a hybrid vehicle calculating an absolute value of a rate of change of real-time engine torque and correcting the preset engine clutch releasing delay time in accordance with an average movement value of the calculated absolute value to set the optimum engine clutch releasing delay time. COPYRIGHT KIPO 2016 ...

POWER TRANSMISSION DEVICE FOR HEV

POWER TRANSMISSION DEVICE FOR HYBRID ELECTRIC VEHICLE

A power transmission device for a hybrid electric vehicle (HEV) is introduced. The power transmission device for an HEV comprises a motor part which is arranged between a clutch part and a transmission and is arranged between a torsion damper and the transmission, at the same time, wherein the torsion damper is connected to the input end of the transmission to simultaneously absorb the vibration caused by the motor part and an engine when the power is transmitted by the motor part and the engine. COPYRIGHT KIPO 2016 ...

DRIVING APPARATUS AND METHOD FOR PLUG-IN HYBRID ELECTRIC VEHICLE SYSTEM

Provided are a driving apparatus and a method for a plug-in hybrid electric vehicle which minimize a load of a driving motor by connecting a clutch between an engine and a generating motor, or by connecting clutches between the engine and the generating motor and between the generating motor and a driving unit, and enable a small capacity motor to be applied. The driving apparatus of a plug-in hybrid electric vehicle system which is provided comprises: a first clutch which is mechanically connected to an engine and a generating motor; a second clutch which is mechanically connected to the generating motor and a driving unit; and a control unit which controls the first clutch and the second clutch according to a driving mode of the vehicle to separate or maintain the mechanical connection between the engine and the generating motor and the mechanical connection between the generating motor and the driving unit. COPYRIGHT KIPO 2016 (110) Battery (120) Invertor (130) Driving motor (140) Engine ...

CONTROL APPARATUS FOR HYBRID VEHICLE DRIVE SYSTEM

The present invention provides a control apparatus for a hybrid vehicle drive system which suppresses degradation of apparatus durability caused by releasing a parking lock. When blocking rotation of a parking lock gear (82) is released by a shift switching device (58), blocking the rotation of the parking lock gear (82) is released while a clutch (CL2) is geared. An impact torque caused by leasing the parking lock is transferred to a first planetary gear device (14), an engine (12), a first motor (MG1), etc. to lessen the impact torque transferred to a second motor (MG2). In other words, an electronic control apparatus (30) for a drive apparatus (10) which suppresses degradation of apparatus durability caused by releasing the parking lock can be provided. COPYRIGHT KIPO 2016 (10) Hybrid vehicle drive system (12) Engine (14) First planetary gear device (16) Second planetary gear device (26) Housing (28) Output gear (82) Parking lock gear (BK1, BK2) Brake (CL1, CL2) Clutch ...

Single clutch, two planetary hybrid architecture

A hybrid powertrain for a vehicle includes a prime mover, which may be an engine, and a transmission that has an input member configured for connection with the prime mover to receive torque from the prime mover, an output member, and a stationary member. A first motor/generator and a second motor/generator are provided as additional motive sources. A first planetary gear set and a second planetary gear set are included, each having a respective first member, second member, and third member. Only one clutch is operatively connected to the transmission, and it is selectively engagable to ground the input member and the first member of the second planetary gear set to the stationary member.

Power transmitting device

A power transmitting device 1 having: first and second main input shafts 11, 12 connected to engine 2 via clutches C 1 and C 2; idler shaft 17 parallel to the first main input shaft 11; a sub input shaft 13 parallel to the idler shaft 14; gears 17 a and 17 b of an output shaft 17 allowing gears 18 a and 18 b disposed on the first input shaft 11 and selectively connected to the output shaft 17, and gears 19 a and 19 b able to connect the sub input shaft 13 and the output shaft 17, to engage with gears 17 a and 17 b in common; and a differential rotation mechanism 9, allowing a sun gear 9 s on the first input shaft 11 and an electric motor 3, a carrier 9 c connected to gear 18 a, and a ring gear 9 r connected to a synchronizer SL to rotate differentially with respect to one another.

Power structure of hybrid system

Provided is a power structure of a hybrid system. In particular, the power structure of a hybrid system includes a planetary gear part including a sun gear, a carrier, and a ring gear, a first motor connected with the sun gear, a second motor connected with the ring gear, an engine and a brake connected with the carrier to drive a hybrid car by two motors at the time of EV traveling, thereby improving traveling performance and increase an EV region without increasing the motor size, thereby improving fuel efficiency.

Powertrain system for hybrid vehicles having compound and split modes of operation

A powertrain system for a vehicle is provided, including an internal combustion engine, a drivetrain gear for connection to a drivetrain of the vehicle, a gearset connecting the internal combustion engine to the drivetrain gear, a first electric machine connected to the gearset, a second electric machine, and at least one dynamic clutch selectively coupling the second electric machine to the drivetrain gear and the gearset. In a compound mode of operation, the at least one dynamic clutch couples the second electric machine and the gearset. In a split mode of operation, the at least one dynamic clutch couples the second electric machine and the drivetrain gear.

Control device of vehicle drive device

It is provided a control device of a vehicle drive device having an electric motor connected via an inverter to an electric-motor power source, an inverter smoothing capacitor connected to the inverter of the electric-motor power source side thereof, and a transmission making up a portion of a power transmission path between the electric motor and drive wheels, the control device being configured to make an output torque of the electric motor smaller as the rotation speed of the electric motor being higher, and to make a gradient of an output torque reduced amount of the electric motor larger as the rotation speed of the electric motor being higher if a rotation speed of the electric motor rises at the time of upshift of the transmission higher than a rotation speed before the shift.

Drive system including a transmission for a hybrid electric vehicle

A drive system including a transmission for a hybrid electric vehicle is provided. The system includes a gear set having first, second, third and fourth elements. The second element connects with an output shaft of the transmission and a first output shaft of an internal combustion engine connects with the third element for driving the third element. An electric motor having an output shaft connecting with the first element drives the first element in response to an electrical signal. An electric motor-generator unit has an output shaft which connects with the fourth element for driving the fourth element in response to an electrical signal. A second output shaft of the engine also connects with the fourth element through the unit for driving the fourth element. The resulting system has a plurality of different operating modes including a reverse gear or operating mode powered electrically and by the internal combustion engine.

Control system and control method for driving device, and recording medium

In a control system and control method for a driving device, opposite distribution control is performed (e.g., steps 1, 4 to 7 ), whereby a left driving force and a right driving force are controlled such that a yaw moment in a direction opposite to a turning direction of the vehicle acts on the vehicle, whereby a left-right driving force difference is generated which is a difference between the left driving force and the right driving force. During performance of the opposite distribution control, when deceleration of the vehicle is obtained, limit control is performed (e.g., step 8 ), whereby the left driving force and the right driving force are controlled such that a change in the left-right driving force difference becomes smaller than a change in a left-right driving force sum, which is the sum of the left driving force and the right driving force.

Hybrid vehicle drive control device

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device comprises: an engine stop control portion configured to control the first and second electric motors so as to generate torques in respective opposite directions when the engine is required to be stopped during running of the hybrid vehicle in an engine drive mode in which the clutch is placed in an engaged state, the engine stop control portion reversing the directions of the torques generated by the first and second electric motors while the hybrid vehicle is in a coasting run, with respect to those generated while the hybrid vehicle is in a positive driving run.

CONTROL DEVICE OF VEHICLE

A control device of a vehicle including a first differential portion, a second differential portion, and a second rotating machine, the first differential portion including a first rotating element, a second rotating element to which a first rotating machine is coupled in a power transmittable manner, and a third rotating element coupled to drive wheels, the first differential portion having a differential state controlled through control of the operational state of the first rotating machine, the second differential portion including a fourth rotating element to which an engine is coupled in a power transmittable manner, a fifth rotating element, and a sixth rotating element to which the first rotating element is coupled, the second rotating machine being coupled to the drive wheels in a power transmittable manner, the vehicle further including at least one engagement device out of a first engagement device and a second engagement device as well as a third engagement device, the first engagement device coupling any two rotating elements out of the fourth rotating element, the fifth rotating element, and the sixth rotating element, the second engagement device coupling the fifth rotating element to a non-rotatable member, the third engagement device coupling any one rotating element out of the second rotating element and the third rotating element to the fifth rotating element, the control device comprising: an engagement control portion; and a differential rotation suppression control portion, during running of the vehicle in a rotation stop state of the engine, when the engaged state of only the first engagement device or the engaged state of only the second engagement device out of the first engagement device, the second engagement device, and the third engagement device is switched to the engaged state of only the third engagement device, or when the engaged state of only the third engagement device out of the first engagement device, the second engagement ...

Control system for hybrid vehicle

A control system for a hybrid vehicle configured to avoid a sudden and significant reduction in a drive torque generated by a motor during high load operation. A controller comprises a determiner that determines a satisfaction of a predetermined condition, and a power limiter that restricts an upper limit of an output power of an electric storage device supplied to the motor upon satisfaction of the predetermined condition, to a restricted upper limit value which is smaller than a normal upper limit value set in a case that the predetermined condition is not satisfied.

Abnormality determination device

An abnormality determination device is applied to a vehicle provided with a transmission configured to transmit power by rotation of a shaft. The abnormality determination device includes a processor and a memory. The memory configured to store mapping data that is data that defines mapping learned by machine learning. The processor is configured to execute an acquisition process and a determination process. The acquisition process is a process of acquiring a variable indicating a time-series data of a rotation speed of the shaft and using the variable as a value of an input variable of the mapping. The determination process is a process of determining whether an abnormality has occurred in the transmission based on a value of the output variable acquired using the value of the input variable and the mapping.

DRIVE APPARATUS OF HYBRID VEHICLE

A drive apparatus of a hybrid vehicle includes an internal combustion engine, a first planetary gear mechanism, a first motor-generator, a second planetary gear mechanism, a path forming part forming a power transmission path so as to transmit power output from a sun gear of the second planetary gear mechanism to a wheel axle, a second motor-generator connected to the power transmission path transmitting power to the wheel axle through the power transmission path, a one-way clutch interposed between the sun gear and the second motor-generator, a brake mechanism braking or non-braking the ring gear of the second planetary gear mechanism, a clutch mechanism integrally joining the sun gear and the ring gear of the second planetary gear mechanism or separate from each other, and an electronic control unit controlling the brake mechanism and the clutch mechanism. 110-. (canceled)11. A drive apparatus of a hybrid vehicle , comprising:an internal combustion engine;a first planetary gear mechanism to which power generated by the internal combustion engine is input;a first motor-generator connected to the first planetary gear mechanism;a second planetary gear mechanism including a sun gear, a carrier and a ring gear so that power output from the first planetary gear mechanism is input to the second planetary gear mechanism through the carrier;a path forming part configured to form a power transmission path so as to transmit power output from the sun gear of the second planetary gear mechanism to a wheel axle;a second motor-generator connected to the power transmission path to transmit power to the wheel axle through the power transmission path;a one-way clutch interposed between the sun gear of the second planetary gear mechanism and an output shaft of the second motor-generator in the power transmission path to allow a relative rotation of the output shaft with respect to the sun gear in one direction and prohibit the relative rotation of the output shaft in an opposite ...

Inline electromechanical variable transmission system

A drive system includes a first planetary device at least selectively coupled to a first electromagnetic device, a second planetary device coupled to a second electromagnetic device and directly coupled to the first planetary device, an engine directly coupled to the first planetary device with a connecting shaft, and an output shaft coupled to the first planetary device. The first and second electromagnetic devices include a first shaft and a second shaft, respectively. The connecting shaft extends through the second electromagnetic device and through the second planetary device to the first planetary device. The first shaft, the second shaft, the first planetary device, the second planetary device, the connecting shaft, and the output shaft are radially aligned, forming a straight-thru transmission arrangement.

Drive control device for hybrid vehicle

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The hybrid vehicle is selectively placed in a plurality of drive modes according to respective combinations of engaged and released states of the clutch and the brake. The drive control device comprises: a substitutive drive control portion configured to alternately implement a vehicle driving control and a battery charging control in the event of a failure of one of the first and second electric motors, the vehicle driving control being implemented to operate the other of the first and second electric motors, for generating a vehicle drive force, and the battery charging control being implemented to charge a vehicle driving battery with the other electric motor.

POWER TRANSMISSION SYSTEM OF HYBRID ELECTRIC VEHICLE

A power transmission system of hybrid electric vehicle includes an input shaft, counter shaft, an output shaft, first motor/generator, second motor/generator, first planetary gear set, second planetary gear set to selectively externally gear-connect fourth rotation element to third rotation element through counter shaft while being directly connected to counter shaft and to directly connect fifth rotation element to output shaft and selectively connect sixth rotation element to transmission housing, first transfer gear disposed between second rotation element and output shaft, second transfer gear disposed between third rotation element and counter shaft, variable direct connection device to selectively connect two of three rotation elements of second planetary gear set, and variable connection device to selectively connect sixth rotation element to transmission housing or selectively external gear-connect third rotation element to fourth rotation element. 1. A power transmission system of a hybrid electric vehicle , comprising:an input shaft configured to be input with power of an engine;a counter shaft configured to be disposed in parallel with the input shaft at a predetermined interval therefrom;an output shaft configured to be disposed on a same shaft line as the counter shaft;a first motor/generator configured to be disposed on the input shaft to be operated as a motor and a generator;a second motor/generator configured to be disposed in parallel with the counter shaft at a predetermined interval therefrom to be externally gear-connected with the counter shaft;a first planetary gear set configured to be disposed on the input shaft to connect a first rotation element to the first motor/generator and externally gear-connect a second rotation element to the output shaft, and directly connect a third rotation element to the input shaft;a second planetary gear set configured to be disposed on the counter shaft to selectively externally gear-connect a fourth ...

Hybrid vehicle drive control device

Provided is a hybrid vehicle drive control device that achieves appropriate limp-home driving in the event of a clutch failure. The drive control device is equipped with: a clutch (CL) that connects/disconnects the carrier (C 1 ) of a first planetary gear train ( 14 ) and the carrier (C 2 ) of a second planetary gear train ( 16 ); and a brake (BK) that connects/disconnects said carrier (C 2 ) to/from a housing ( 26 ). In the event of a failure in which the clutch (CL) is released in the absence of a control command, limp-home driving is performed while the brake (BK) is engaged. Consequently, appropriate limp-home driving can be enabled by minimizing unnecessary consumption of energy by a first electric motor (MG 1 ) and a second electric motor (MG 2 ).

Vehicle control system

A vehicle control system configured to achieve a required drive force and a required brake force in the process of shifting the operating mode. A first ratio is defined as a ratio of: an electric power exchanged between the first motor and a battery; to a power of a first motor to shift an operating mode. A second ratio is defined as a ratio of: an electric power exchanged between the second motor and the battery; to a power of a second motor to achieve a required power to drive or decelerate the vehicle. The first ratio is reduced smaller than the second ratio when a condition to shift the operating mode from a disconnecting mode to another mode.

Drive control device for hybrid vehicle

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The hybrid vehicle is selectively placed in one of drive modes including a first hybrid drive mode in which the brake is placed in an engaged state while the clutch is placed in a released state, and a second hybrid drive mode in which the brake is placed in a released state while the clutch is placed in an engaged state. The drive control device comprises: an engine stop control portion configured to switch the hybrid drive mode from the second hybrid drive mode to the first hybrid drive mode, before stopping the engine according to a requirement to stop the engine in the second hybrid drive mode; a resonance restriction control portion configured to initiate positive reduction of an operating speed of the engine with an operation of the first electric motor when the operating speed of the engine has dropped below a predetermined determination value; and a torque offsetting control portion configured to control the second electric motor so as to offset a reaction force which acts on the output rotary member as a result of the positive reduction of the operating speed of the engine by the first electric motor.

Drive control device for hybrid vehicle

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device comprises: an engine stop control portion configured to reduce a speed of the engine with the first electric motor, and then initiate an engaging action of at least one of the clutch and the brake, to stop a rotary motion of the engine, when the engine is required to be stopped. The first differential mechanism is provided with a first rotary element connected to the first electric motor, a second rotary element connected to the engine, and a third rotary element connected to the output rotary member, while the second differential mechanism is provided with a first rotary element connected to the second electric motor, a second rotary element, and a third rotary element, one of the second and third rotary elements of the second differential mechanism being connected to the third rotary element of the first differential mechanism, the clutch is configured to selectively connect the second rotary element of the first differential mechanism, and the other of the second and third rotary elements of the second differential mechanism which is not connected to the third rotary element of the first differential mechanism, to each other, while the brake is configured to selectively fix the other of the second and third rotary elements of the second differential mechanism which is not connected to the third rotary element of the first differential mechanism, to the stationary member.

TEMPERATURE REGULATION OF AN INDUCTOR ASSEMBLY

A vehicle is provided with a transmission having an inductor assembly. The inductor assembly is mounted within the transmission such that it is directly cooled by transmission fluid through at least one of spraying, splashing and immersion. The transmission includes at least one gear that is configured to, when rotating, transmit torque between an input and output of the transmission and splash fluid onto the inductor assembly to cool the inductor assembly.

Hybrid vehicle drive control device

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements; and a parking lock mechanism having a parking lock pole preventing rotation of a parking lock gear connected to the output rotary member when a manually operated shifting device selects a parking range. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device sets a drive mode to an engine drive mode in which the brake is placed in a released state while the clutch is placed in an engaged state when a shift change is made into the parking range to achieve a parking lock with the parking lock mechanism.

Control method for hybrid vehicle

A control method for a vehicle may include shifting request check step of checking whether there is request for shifting in vehicle on the basis of acceleration pedal depression extent and vehicle speed by shifting control device; target engine speed determination step of determining engine target speed on basis of the vehicle speed and gear ratio of pseudo target gear stage by target engine speed determiner when request for shifting is found to have been received as the result of the shifting request check step; and engine speed control step of controlling the engine speed to follow the target engine speed by determining the engine speed control torque on the basis of the difference between the target engine speed and the current engine speed and by applying the determined engine speed control torque to the first motor generator, after the engine target speed determination step.

Power-split transmission

A power-split transmission comprises an electric variator (9) and an electric variator (10) which can be connected, by way of a clutch (8), for forward driving, and a clutch (7), for reverse driving, to the drive output shaft (5) in such manner that the drive output shaft (5) can be purely electrically driven even when the input shaft (2) is static.

Power transmission system of hybrid electric vehicle

A power transmission apparatus of a hybrid electric vehicle may include an input shaft receiving an engine torque output from an engine, an output shaft disposed at a same axis with the input shaft and outputting a shifted torque, first and second motor/generators, a first shifting section including a first planetary gear set, outputting a rotation speed from the input shaft as inputted or increased, or forming an adjusted torque from the engine torque and torques of the first and second motor/generators, and outputting the adjusted torque, and a second shifting section including a compound planetary gear set formed as a combination of second and third planetary gear sets and outputting a shifted torque at least three stages from a torque received from the first shifting section to the output shaft.

Control Device of Hybrid Vehicle

A control device for a hybrid vehicle includes a rotation detector and electronic control unit. The rotation detector is configured to detect a rotational state of the third rotational element of the hybrid vehicle. The electronic control unit is configured to control a first motor generator of the hybrid vehicle such that output torque of the first motor generator becomes zero when the electronic control unit determines, based on the rotational state of the third rotational element, that the third rotational element has a rotational fluctuation while the hybrid vehicle is travelling in a dual drive motor travelling mode. The dual drive motor travelling mode is a mode in which the hybrid vehicle travels while both the first motor generator and a second motor generator serve as driving force sources for travelling in a state where a first rotational element is fixed by a lock mechanism.

Drive control device for hybrid vehicle

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components of the first and second differential mechanisms which are selectively connected to each other through the clutch is selectively fixed to a stationary member through a brake. The drive control device comprises: an electric motor operation control portion configured to control the second electric motor for starting the engine with an output torque of the second electric motor, when a reaction force is exerted on the first and second electric motors.

Automatic Planetary Transmission

An automatic transmission includes first shaft, second shaft, four planetary gear sets, and six shift elements for forming different gear ratios between the first and second shafts. The first, third and fourth planetary gear sets are negative planetary gear sets and the second planetary gear set is a positive planetary gear set. The planetary gear carriers of the first, second, and fourth planetary gear sets are connected and form the first shaft. The planetary gear carrier of the third planetary gear set forms the second shaft. First shift element is between a third shaft and the housing; second shift element is between a fourth shaft and the housing; third shift element is between second and eighth rotatable shafts; fourth shift element is between fourth and sixth rotatable shafts; fifth shift element is between fifth and seventh rotatable shafts; and sixth shift element is between sixth and the seventh rotatable shafts.

Method and apparatus for controlling a multi-mode powertrain system

A powertrain system is configured to transfer torque to an output member. A method for controlling the powertrain system includes prioritizing a plurality of system torque constraint parameters. The system torque constraint parameters are sequentially applied in an order of descending priority. A feasible state for each of the sequentially applied system torque constraint parameters is determined. A solution set including the feasible states for all the sequentially applied system torque constraint parameters is determined, and employed to control operation of the powertrain system in response to an output torque request.

Control device for hybrid vehicle

When a travel mode in which an engine is not used as a drive power source for travel is switched to a travel mode in which the engine is used as a drive power source for travel in response to an acceleration request from a driver, it is determined whether an assist torque which is able to be output from a second rotary machine is sufficient for a required assist torque for compensating for an output shortage of the engine due to a supercharging response delay in a supercharger. When it is determined that the assist torque is not sufficient for the required assist torque, an engine rotation speed is increased to a predetermined target rotation speed by an MG1 torque of a first rotary machine.

GEARBOX OF A MOTOR VEHICLE AND METHOD FOR OPERATING A MOTOR VEHICLE

A method of operating a vehicle having a hybrid drive, a transmission with shift elements, a drive output with a brake, a main transmission with input shafts, an output shaft and planetary gear sets (PG1, PG2). The main transmission has five gear planes. One shift element can connect a gear plane to an element of gear set (PG1) adjoining the main transmission. Another shift element couples a further element of gear set (PG1) either to the output shaft or a housing. An electric machine is permanently connected to an element of gear set (PG2). If, while driving with a transmission gear engaged, the drive output brake is engaged for a full brake application, a shift element of the transmission is first relieved by the electric machine and/or a brake assigned to one of the input shafts and then subsequently disengaged to decouple the combustion engine from the drive output. 115-. (canceled)16312121212. A transmission for a motor vehicle having a hybrid drive , a main transmission (HG) having first and second partial transmissions in parallel , an output shaft () , and first and second planetary gear sets (PG , PG) , each having three planetary elements comprising a planetary carrier (ST , ST) , a sun gear (SR , SR) and a ring gear (HR , HR) , [{'b': 4', '5', '1', '2', '3', '4', '5, 'first and second transmission input shafts (, ), a first gear plane (R), a second gear plane (R), a third gear plane (R), a fourth gear plane (R), and a fifth gear plane (R),'}, {'b': 1', '2', '3', '4', '5, 'a first shift element (S), a second shift element (S), a third shift element (S), a fourth shift element (S) and a fifth shift element (S),'}, {'b': 1', '4', '5', '1', '1', '35', '1', '1', '3', '5', '1', '1, 'the first planetary gear set (PG) adjoining the main transmission (HG) as a range group such that the fourth shift element (S), in a first shift position (H), connecting the fifth gear plane (R) to a first element (ST) of the first planetary gear set (PG), and the fifth shift ...

POWERTRAIN OF HYBRID VEHICLE

A powertrain of a hybrid vehicle may include a planetary gear set, a first motor unit and a second motor unit. The planetary gear set may include three rotary members in which one rotary member is connected to an engine and another rotary member is connected to a front driveshaft. The first motor unit is connected to the remaining rotary member in the three rotary members, and the second motor unit is connected to a rear driveshaft and supplying power to the rear driveshaft. 1. A powertrain of a hybrid vehicle , comprising:a planetary gear set including three rotary members in which one rotary member is connected to an engine and another rotary member is connected to a front driveshaft;a first motor unit connected to the remaining rotary member in the three rotary members; anda second motor unit connected to a rear driveshaft and supplying power to the rear driveshaft.2. The powertrain of claim 1 , wherein the planetary gear set includes a sun gear claim 1 , a carrier claim 1 , and a ring gear.3. The powertrain of claim 2 , wherein the first motor unit is connected to the sun gear of the planetary gear set claim 2 , the engine is connected to the carrier claim 2 , and the front driveshaft is connected to the ring gear.4. The powertrain of claim 1 , further comprising:a first clutch disposed between the rotary member connected to the first motor unit and the rotary member connected to the engine, in the planetary gear set; anda second clutch disposed between the front drive shaft and the rotary member connected to the front driveshaft, in the planetary gear set,wherein a driving mode changes in accordance with engagement states of the first clutch and the second clutch.51. The powertrain of claim 4 , wherein in an EV driving mode claim 4 , the first clutch is disengaged claim 4 , the second clutch is engaged claim 4 , and the first motor unit is operated claim 4 , so that the vehicle is driven by front wheels operated by power from the first motor unit.62. The ...

Work vehicle and method of controlling work vehicle

A power transmission includes first and second clutches for switching a transmission path for a driving force. A work vehicle includes a clutch controlling unit. When a speed ratio parameter transitions within a predetermined first range including a mode switching threshold after the speed ratio parameter reaches the mode switching threshold and then the transmission path is switched from a first mode to a second mode, the clutch controlling unit is configured to output a clutch command signal for disengaging the first clutch and output a clutch command signal for engaging the second clutch to keep setting the transmission path in the second mode even when the speed ratio parameter again reaches the mode switching threshold.

DRIVE CONTROL DEVICE FOR HYBRID VEHICLE

A drive control device for a hybrid vehicle provided with: a differential device which includes a first differential mechanism and a second differential mechanism and which has four rotary elements; and an engine, a first electric motor, a second electric motor and an output rotary member which are respectively connected to said four rotary elements, and wherein one of said four rotary elements is constituted by a rotary component of said first differential mechanism and a rotary component of said second differential mechanism which are selectively connected to each other through a clutch, and one of the rotary components of said first and second differential mechanisms which are selectively connected to each other through said clutch is selectively fixed to a stationary member through a brake, said drive control device comprising: a substitutive drive control portion configured to implement, in the event of a failure of said first electric motor, a substitutive drive control wherein said engine is operated to generate a vehicle drive force while said second electric motor receives a reaction force of the vehicle drive force. 1. A drive control device for a hybrid vehicle provided with: a differential device which includes a first differential mechanism and a second differential mechanism and which has four rotary elements; and an engine , a first electric motor , a second electric motor and an output rotary member which are respectively connected to said four rotary elements , and wherein one of said four rotary elements is constituted by a rotary component of said first differential mechanism and a rotary component of said second differential mechanism which are selectively connected to each other through a clutch , and one of the rotary components of said first and second differential mechanisms which are selectively connected to each other through said clutch is selectively fixed to a stationary member through a brake , said drive control device comprising:a ...

TEMPERATURE REGULATION OF AN INDUCTOR ASSEMBLY

A vehicle is provided with a transmission having an inductor assembly. The inductor assembly is mounted within the transmission such that it is directly cooled by transmission fluid through at least one of spraying, splashing and immersion. The transmission includes at least one gear that is configured to, when rotating, transmit torque between an input and output of the transmission and splash fluid onto the inductor assembly to cool the inductor assembly. 1. A vehicle comprising:a transmission including an inductor assembly and at least one gear adapted to, when rotating, transmit torque between an input and output of the transmission and splash fluid onto the inductor assembly to cool the inductor assembly.2. The vehicle of wherein the inductor assembly further comprises:an insulator;a coil wound around the insulator and having exposed surface area portions; anda core formed in a generally planar shape and supported by the insulator.3. The vehicle of wherein the inductor assembly further comprises at least one switch mounted external to the transmission and in electrical communication with the coil.4. The vehicle of wherein the core comprises a plurality of elements that are spaced apart from each other to define air gaps between adjacent elements.5. The vehicle of wherein the core further comprises an insulative spacer disposed between adjacent elements to maintain the air gap.6. The vehicle of wherein the insulator supports the coil and the core without an additional housing.7. The vehicle of wherein the insulator supports the coil and the core without insulative material disposed on an outer portion of the coil claim 2 , such that the coil is exposed to direct contact with fluid within the transmission to cool the coil.8. The vehicle of wherein the transmission defines a chamber and wherein the inductor assembly is mounted within an upper region of the chamber and the fluid accumulates in a lower region of the chamber;wherein the vehicle further comprises a ...

Drive train and motor vehicle

A drive train for a vehicle comprises an input shaft, an output shaft, a first planetary gearing unit, a second planetary gearing unit and a third planetary gearing unit, each having a sun wheel, a carrier wheel and an annulus. The carrier wheel of the first planetary gearing unit is coupled to the sun wheel of the second planetary gearing unit. The annulus of the first planetary gearing unit is coupled to the carrier wheel of the second planetary gearing unit and to the annulus of the third planetary gearing unit. The annulus of the second planetary gearing unit is coupled to the carrier wheel of the third planetary gearing unit. The drive train has a first clutch device and a second clutch device, wherein the first and second clutch devices are connected by input sides thereof to the input shaft. The drive train has a first braking device, a second braking device and a third braking device. The drive train further includes an electric machine having an output coupled to the sun wheel of the first planetary gearing unit and to the first braking device.

Hybrid Transmission

A hybrid planetary gear transmission includes first, second and third planetary gear sets with respective sun, ring and planetary gears, the three planetary gear sets being arranged at a distance from each other concentrically to a common transmission axis, a transmission input shaft for receiving drive power from at least one drive machine, and a transmission output shaft for outputting drive power to a drive train. The hybrid transmission further includes a first coupling system for selectively connecting the transmission input shaft to the sun gear of the first planetary gear set, a second coupling device for selectively connecting the transmission input shaft to the planetary gear carrier of the first planetary gear set, and a connection between the ring gear of the third planetary gear set to the planetary carrier of the second planetary gear set. A sun gear of additional planetary gear set is rotationally mounted with respect to the transmission housing, and a planetary gear carrier of the additional planetary gear set may be connected to a first drive machine and a ring gear of the additional planetary gear set may be connected to a second drive machine, such that drive power can be transferred from the planetary gear carrier of the additional planetary gear set to the transmission input shaft. 1. A hybrid transmission , comprising:first, second and third planetary gear sets, each planetary gear set having a sun gear, a ring gear and at least one planetary gear carried on a planet carrier;a transmission input shaft configured to receive driving power from at least one drive machine;a transmission output shaft configured to output driving power to a drive train;first and second coupling devices;a transmission housing having a common transmission axis on which the planetary gear sets are arranged concentrically and spaced apart from one another; anda further planetary gear set, the first coupling device is configured to selectively couple the transmission input ...

TRANSMISSION STRUCTURE OF HEV

A transmission structure of a hybrid electric vehicle (HEV) may include an engine connected to a front wheel of the hybrid vehicle, a planetary gear part connected to the engine, a first motor generator connected to the planetary gear part, an overdrive brake connected to the first motor generator, and a second motor generator connected to a rear wheel of the hybrid vehicle. 1. A transmission structure of a hybrid electric vehicle (HEV) , the transmission structure comprising:an engine connected to a front wheel of the hybrid vehicle;a planetary gear part connected to the engine;a first motor generator connected to the planetary gear part;an overdrive brake connected to the first motor generator; anda second motor generator connected to a rear wheel of the hybrid vehicle.2. The transmission structure according to claim 1 , wherein a synchro is provided in a path through which power of the engine and the first motor generator is discharged.3. The transmission structure according to claim 2 , wherein the planetary gear part includes a ring gear claim 2 , a carrier claim 2 , and a sun gear.4. The transmission structure according to claim 3 , wherein the path through which the power of the engine and the first motor generator is discharged is formed by the ring gear claim 3 , and an output shaft.5. The transmission structure according to claim 3 , wherein the carrier is connected to the engine and the sun gear is connected to the first motor generator.6. The transmission structure according to claim 3 , wherein a torque blocking part is provided to a shaft connecting the engine and the carrier to each other.7. The transmission structure according to claim 6 , wherein the torque blocking part comprises one of a one-way clutch claim 6 , a two-way clutch claim 6 , or a brake.8. The transmission structure according to claim 1 , the transmission structure comprising:the planetary gear part including a carrier, a sun gear, and a ring gear;an output synchro provided in a path ...

Drive control device for hybrid vehicle

A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric meter motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device comprises: a regenerative operation control portion configured to control the first electric motor to generate a positive torque while a negative torque is generated by the second electric motor, when a regenerative operation for braking the hybrid vehicle with a regenerative braking force is required during running of the hybrid vehicle in a second hybrid drive mode in which the brake is placed in a released state while the clutch is placed in an engaged state.

Inline electromechanical variable transmission system

A drive system includes a first gear set and a second gear set, each having a sun gear, a ring gear, a plurality of planetary gears coupling the sun gear to the ring gear, and a carrier rotationally supporting the plurality of planetary gears; a connecting shaft coupling an engine to the first gear set; a first electrical machine coupled to the first gear set; a second electrical machine coupled to the second gear set; an output shaft configured to transport power from the first electrical machine, the second electrical machine, and the engine to a tractive element; and a clutch selectively rotationally coupling the first carrier to the output shaft when engaged. The output shaft is aligned with the connecting shaft, the first electrical machine, and the second electrical machine to thereby form a straight-thru transmission arrangement.

Power transmission system of hybrid electric vehicle

A power transmission system of a hybrid electric vehicle may include an input shaft receiving torque of an engine, a first planetary gear set having at least three rotation elements, a second planetary gear set having at least three rotation elements, a clutch selectively connecting two rotation elements among the at least three rotation elements of the second planetary gear set, a brake selectively connecting a rotation element of the second planetary gear set to the transmission housing, and an output gear connected to a second motor/generator and the a rotation element of the second planetary gear set.

Drive system for hybrid motor vehicle with convertible direct through-drive for a wheel, and motor vehicle

A drive system for a hybrid motor vehicle with a motor shaft rotationally coupled to the output shaft of an internal combustion engine, a first and second electric motors with respective first and second rotor shafts arranged in a radially offset manner to each other, a drive part rotationally connected to the second rotor shaft and which can be rotationally connected to at least one wheel, and a transmission unit operatively installed between the motor shaft, the two rotor shafts, and the drive part. A shift device controls the shift position of the transmission unit such that the shift device rotationally connects the motor shaft to the first rotor shaft while the second rotor shaft is decoupled in a first shift position, the shift device rotationally connects the motor shaft both to the first and second rotor shafts in a second shift position, and the shift device rotationally connects the two rotor shafts together while the motor shaft is decoupled in a third shift position.

INLINE ELECTROMECHANICAL VARIABLE TRANSMISSION SYSTEM

A drive system for a vehicle includes a first electromagnetic device directly coupled to a first planetary gear set and a second electromagnetic device directly coupled to a second planetary gear set. In a first mode of operation, a clutch is engaged to couple the second planetary gear set to the first planetary gear set and a brake is disengaged to allow rotation of the second planetary gear set and in a second mode of operation, the brake is engaged to limit rotation of the second planetary gear set and the clutch is disengaged. 1. A drive system for a vehicle , comprising:a first electromagnetic device directly coupled to a first planetary gear set; anda second electromagnetic device directly coupled to a second planetary gear set; in a first mode of operation, a clutch is engaged to couple the second planetary gear set to the first planetary gear set and a brake is disengaged to allow rotation of the second planetary gear set; and', 'in a second mode of operation, the brake is engaged to limit rotation of the second planetary gear set and the clutch is disengaged., 'wherein2. The drive system of claim 1 , further comprising an output shaft coupled to the first planetary gear set claim 1 , wherein the output shaft is configured to transport power from the first electromagnetic device and the second electromagnetic device to a tractive element of the vehicle.3. The drive system of claim 2 , wherein the output shaft extends away from the first planetary gear set and through the first electromagnetic device.4. The drive system of claim 2 , wherein the output shaft is directly coupled to the first planetary gear set.5. The drive system of claim 2 , the clutch defining a first clutch claim 2 , further comprising a second clutch positioned to selectively rotationally couple the output shaft to the first electromagnetic device when engaged.6. The drive system of claim 1 , wherein the first planetary gear set is directly coupled to a primary mover of the vehicle via a ...

Brake Mechanism for Hybrid Vehicle Engine

A hybrid vehicle powertrain assembly includes a combustion engine, an electric machine, an input shaft, a ratchet mechanism, and a controller. The input shaft selectively couples the engine and electric machine. The ratchet mechanism includes a base integrated with a transmission housing, a camwheel fixedly coupled to the input shaft, a pawl, and an actuator to move the pawl. The controller is programmed to, in response to receipt of an engine brake command, output an engagement command to the actuator to move the pawl toward the camwheel for engagement to prevent the input shaft from spinning. A method for controlling a hybrid vehicle powertrain is also provided herein. The method includes, responsive to receipt of an engine brake command, outputting via a controller a command for a ratchet mechanism to engage an input shaft coupled to an engine to prevent the input shaft from spinning. 1. A powertrain assembly of a hybrid vehicle comprising:an input shaft for a combustion engine; anda ratchet mechanism including a pawl, a camwheel fixedly coupled to the input shaft, and an actuator,wherein the ratchet mechanism is arranged with the input shaft to selectively move the actuator to direct movement of the pawl toward the camwheel to prevent rotation of the input shaft for combustion engine braking.2. The powertrain assembly of further comprising a spring arranged with the actuator to bias the pawl away from the camwheel to prevent inadvertent engagement of the pawl to the camwheel.3. The powertrain assembly of claim 1 , wherein the camwheel is mounted to a carrier face in rotational communication with the input shaft.4. The powertrain assembly of further comprising a solenoid in mechanical communication with the actuator and in electrical communication with a controller claim 1 , wherein the controller is programmed to selectively activate the solenoid to direct movement of the actuator for the pawl to engage or disengage with the camwheel.5. The assembly of claim 4 , ...

Powertrain unit having electrical machine and internal combuation engine; and method for operating a powertrain unit

A hybridised powertrain unit ( 1 ) for a motor vehicle is provided, with a first part-unit ( 3 ) having an electrical machine ( 2 ) and with a second part-unit ( 6 ) having an internal combustion engine ( 4 ) and a powershift transmission ( 5 ) connected downstream of the internal combustion engine ( 4 ), wherein the two part-units ( 3, 6 ) are coupled on the output side to an output drive ( 10 ) via a joint planetary gearbox ( 7 ), the ring gear ( 8 ) of which is connected to a transmission output ( 9 ) of the powershift transmission ( 5 ). A method for operating this powertrain unit ( 1 ) is also provided.

Powertrain for vehicle

A powertrain for a vehicle may include a power source, a left motor/generator and a right motor/generator, a left planetary gear set and a right planetary gear set each having a first rotary member connected to the power source, a second rotary member connected to driving wheels, and a third rotary member connected to either the left motor generator or the right motor generator, a brake configured to limit rotation of the first rotary member of each of the left planetary gear set and the right planetary gear set, a left clutch selectively connecting or disconnecting the second rotary member and the third rotary member of the left planetary gear set to or from each other, and a right clutch selectively connecting or disconnecting the second rotary member and the third rotary member of the right planetary gear set to or from each other.

Vehicle drive system and control method therefor

A drive system including first and second power sources, first and second output shafts, a differential mechanism, and an electronic control unit, and a control method therefor are provided. The differential mechanism is configured such that the second power source is connected to a first rotating element, one output shaft of a vehicle is connected to a second rotating element, and the other output shaft of the vehicle is connected to a third rotating element so as to be able to be connected to or disconnected from the third rotating element by a connect-disconnect mechanism, and includes at least one of an engagement element that selectively engages any two of the three rotating elements and an engagement element that selectively engages the third rotating element to a fixing member. The electronic control unit is configured to, during turning, prohibit switching between a first drive mode and a second drive mode.

Power transmission apparatus for hybrid electric vehicle

A power transmission apparatus for a hybrid electric vehicle may employ two clutches, two brakes, a dog clutch unit to a planetary gear train of having three planetary gear sets, and thereby provide various shifting modes such as an engine mode and a parallel hybrid mode of multiple shift-stages, an electronically-controlled continuously variable shifting mode, and an electric vehicle mode.

Transmission for hybrid vehicle

A transmission for a hybrid vehicle includes a planetary gear set including at least three rotary members of which one is connected to an engine. A first anti-rotator selectively restricts rotation of the rotary member connected to the engine. A first motor generator is connected to another one of the rotary members of the planetary gear set. A second motor generator is connected to the remaining one of the rotary members of the planetary gear set. An output shaft has a first output gear thereon, which is externally engaged with the rotary member connected to the first motor generator. A second anti-rotator selectively restricts rotation of the rotary member connected to the second motor generator.

Power system for hybrid vehicle

A power system for a hybrid vehicle includes a first planetary gear mechanism and a second planetary gear mechanism that cooperate with each other, wherein a first sun gear rotates with a first input shaft, a second sun gear and the first input shaft are independent from each other, the second sun gear achieve different movement states through a first brake, a second brake and a second clutch, to provide different transmission ratios, so that the power system is simple in structure, low in cost and more flexible in adaptability. Further, a second electric motor is connected with the first input shaft through a third planetary gear mechanism, can reduce the speed of the second electric motor through the planetary gear mechanism, and increase the torque, to effectively reduce the size of the second electric motor or improve the acceleration performance of the vehicle.

Inline electromechanical variable transmission system

A drive system for a vehicle includes a first planetary device, a second planetary device directly coupled to the first planetary device, a first electromagnetic device at least selectively coupled to the first planetary device and including a first shaft, a second electromagnetic device directly coupled to the second planetary device and including a second shaft, and an output shaft coupled to the first planetary device. The first shaft and the second shaft are radially aligned with the first planetary device and the second planetary device. The output shaft is radially aligned with the first planetary device and the second planetary device

POWER TRANSMISSION APPARATUS OF HYBRID ELECTRIC VEHICLE

A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake. 1. A power transmission apparatus of a hybrid electric vehicle , the power transmission apparatus comprising:an input shaft configured of receiving an engine torque;a motor shaft configured of receiving a torque of a motor/generator;a first planetary gear set having a first rotation element, a second rotation element, and a third rotation element and mounted on the input shaft;a second planetary gear set having a fourth rotation element, a fifth rotation element, and a sixth rotation element and mounted on the input shaft;a first shaft fixedly connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft;a second shaft fixedly connecting the second rotation element and the fifth rotation element, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively;a third shaft fixedly connecting the third rotation element and the fourth rotation element and selectively connectable to the transmission housing;a fourth shaft fixedly connecting the sixth ...

POWER TRANSMISSION SYSTEM FOR HYBRID VEHICLE

To provide a drive system for a hybrid vehicle capable of suppressing energy loss by slip control at a start of an internal combustion engine during electric vehicle (EV) travel, a power transmission system for the hybrid vehicle is configured to couple an internal combustion engine, an electric motor, and a transmission by planetary gear mechanisms, has a brake that engages and disengages the internal combustion engine with and from a case, engages the brake during EV travel in which only the electric motor is used as a drive source, and is configured to start the internal combustion engine by disengaging the brake at the time of switching from the EV travel to hybrid vehicle (HEV) travel in which the internal combustion engine and the electric motor are used as drive sources. 1. A power transmission system for a hybrid vehicle configured to couple an internal combustion engine , an electric motor , and a transmission by a planetary gear mechanism , the power transmission system for a hybrid vehicle comprising:a brake that engages and disengages the internal combustion engine with and from a housing, wherein engage the brake during electric vehicle (EV) travel in which only the electric motor is used as a drive source; and', 'start the internal combustion engine by disengaging the brake at the time of switching from the EV travel to hybrid vehicle (HEV) travel in which the internal combustion engine and the electric motor are used as drive sources., 'the power transmission system is further configured to2. The power transmission system for a hybrid vehicle according to claim 1 , whereinthe planetary gear mechanism has at least three rotary elements,on a speed chart geometrically representing rotational speeds of the rotary elements, speed axes representing the rotary elements and extending vertically are aligned along a horizontal axis from one end toward another end at intervals corresponding to a gear tooth ratio of the planetary gear mechanism and are set as a ...

POWER TRANSMISSION SYSTEM FOR HYBRID VEHICLE

A power transmission system for a hybrid vehicle includes planetary gear mechanisms that couple an internal combustion engine, an electric motor, and a transmission, and has a brake that engages and disengages the internal combustion engine with and from a housing. The planetary gear mechanisms have a first rotary element, a second rotary element, a third rotary element, and a fourth rotary element. Any one of the internal combustion engine, the electric motor, and the transmission is connected to a respective one of the first rotary element, the second rotary element, and the third rotary element. The fourth rotary element is configured as an inertial member for suppressing transmission of a torque fluctuation of the internal combustion engine to the transmission side. 1. A power transmission system for a hybrid vehicle including a planetary gear mechanism that couples an internal combustion engine , an electric motor , and a transmission in a manner to allow power transmission , the power transmission system for a hybrid vehicle comprising:a brake that engages and disengages the internal combustion engine with and from a housing, whereinthe planetary gear mechanism has a first rotary element, a second rotary element, a third rotary element, and a fourth rotary element,any one of the internal combustion engine, the electric motor, and the transmission is connected to a respective one of the first rotary element, the second rotary element, and the third rotary element, andthe fourth rotary element is configured as an inertial member for suppressing transmission of a torque fluctuation of the internal combustion engine to the transmission side.2. The power transmission system for a hybrid vehicle according to claim 1 , whereinon a speed chart geometrically representing rotational speeds of the rotary elements, speed axes representing the rotary elements and extending vertically are aligned along a horizontal axis from one end toward another end at intervals ...

Control method of hybrid vehicle

A control method of a hybrid vehicle that includes engages a second clutch and in response outputs a torque through an output shaft that is connected to the second carrier via torque supplied from an engine and a first and second motor-generators. Accordingly, the speed of the engine is controlled via the first motor-generator, and a torque of an output shaft is control via the second motor-generator. Accordingly, the second motor-generator is used to control an operating point of the engine so that a base motor torque is effectively set.

Hybrid power train

A hybrid power train may include a first friction element installed between an engine and a motor, a second friction element installed between the motor and the output shaft, and a planetary gear set including a plurality of rotating elements, in which the second friction element comprises a brake connected to any one rotating element of the planetary gear set.

Hybrid powertrain and method for controlling the same

A hybrid powertrain and a method for controlling the powertrain are provided to convert an EV mode, a power slit mode, and a parallel mode based on a driving state. The powertrain includes an input shaft connected to an engine and first and second motors/generators installed within a transmission housing. A planetary gear set is installed on an input shaft and includes a combination of a sun gear, a planetary carrier, and a ring gear. A first output gear is connected to the second motor/generator and a second output gear is connected to the planetary carrier of the planetary gear set. A rotation restraint mechanism restricts a rotation of the input shaft. An overdrive brake is connected to the sun gear of the planetary gear set or the first motor/generator. An output shaft is supplied with power through the first and second output gears.

POWER TRANSMISSION APPARATUS FOR VEHICLE

A power transmission apparatus for a vehicle may include a first input shaft directly connected to an engine, a second input shaft selectively receiving torque of the engine through a first clutch, a third input shaft selectively receiving the torque of the engine through a second clutch, an intermediate shaft disposed in parallel with the first, second, and third input shafts, a transfer gear fixedly disposed on the intermediate shaft, an first shifting member outputting first and second preliminarily shifted torques, an second shifting member outputting third and fourth preliminarily shifted torques, a third shifting member outputting eight forward speed stage stages and one reverse speed stage, and an auxiliary power source disposed on a supply of the torque transmitted from the first shifting member and the second shifting member to the third shifting member and supplying torque to the third shifting member. 1. A power transmission apparatus for a vehicle comprising:a first input shaft connected to an engine;a second input shaft surrounding the first input shaft without rotational interference with the first input shaft and selectively receiving torque of the engine through a first clutch;a third input shaft surrounding the second input shaft without rotational interference with the second input shaft and selectively receiving the torque of the engine through a second clutch;an intermediate shaft disposed in parallel with the first, second, and third input shafts;a transfer gear fixedly disposed on the intermediate shaft and outputting torque of the intermediate shaft;a first shifting member receiving the torque of the engine from the third input shaft, changing the torque of the engine into first and second preliminarily shifted torques, and outputting the first and second preliminarily shifted torques;a second shifting member receiving the torque of the engine from the second input shaft, changing the torque of the engine into third and fourth preliminarily ...

Drive control system for hybrid vehicle

A drive control system for a hybrid vehicle is provided to shift an operating mode smoothly to an electric vehicle mode in which an engine is stopped. A controller is configured to select the electric vehicle mode to be established from the first electric vehicle mode and the second electric vehicle mode upon satisfaction of the determination to shift the operating mode to the electric vehicle mode, to select the clutch to be engaged from the first clutch and the second clutch to establish the selected electric vehicle mode, and to stop the engine while engaging the selected clutch.

Hybrid fire fighting vehicle

A fire fighting vehicle includes a chassis, a front axle, a rear axle, an engine, an energy storage device, an electromechanical transmission, a vehicle subsystem, and a power divider. The electromechanical transmission is (i) coupled to at least one of the front axle or the rear axle and (ii) electrically coupled to the energy storage device. The power divider is positioned between the engine, the vehicle subsystem, and the electromechanical transmission. The power divider includes a first interface coupled to the engine, a second interface coupled to the vehicle subsystem, and a third interface coupled to the electromechanical transmission. The power divider is configured to facilitate (i) selectively coupling the engine to the vehicle subsystem and (ii) selectively coupling the engine to the electromechanical transmission.

Control apparatus for hybrid vehicle

A control apparatus for a hybrid vehicle provided with an engine and a motor/generator functioning as a drive power source, an automatic transmission which constitutes a part of a power transmitting path between the drive power source and drive wheels and in which a shifting action is performed by selective engagement of a plurality of coupling devices, and an electric storage device giving/receiving electric power to/from the motor/generator, the control apparatus comprising: a hybrid control portion configured to control an input torque to the automatic transmission by the motor/generator during a shifting action of the automatic transmission on the basis of an output torque of the engine and a transmitted torque of the coupling devices, such that a value representing a rotating state of an input rotary member of the automatic transmission coincides with a target value; a racing determining portion configured to determine whether a rotating speed of the engine is predicted to exceed a predetermined rotating speed when control is provided such that the value representing the rotating state of the input rotary member of the automatic transmission coincides with the target value during a power-on shift-down action of the automatic transmission; and an output limiting portion configured to limit the output torque of the engine to a predetermined torque or less if the rotating speed of the engine is predicted to exceed the predetermined rotating speed during the power-on shift-down action of the automatic transmission.

Hybrid vehicle

A hybrid vehicle is equipped with a drive unit, and an automatic transmission. The automatic transmission includes engagement elements that can transmit power between the drive unit and driving wheels. The drive unit includes an engine, a first motor generator, a second motor generator, and a planetary gear mechanism. The hybrid vehicle is further equipped with a mechanical oil pump and an electrical oil pump, and a controller. The controller continues operating the electrical oil pump while the internal combustion engine is not in operation after the internal combustion engine is stopped as a result of a system stop operation by a user while the vehicle is running at a vehicle speed equal to or higher than a predetermined value.

Multi-mode infinitely variable transmission

An infinitely variable transmission includes a clutch, a brake and a first planetary gear set, including first and second components, and a double planetary gear set, including input and output components and additional third and fourth components. The first component receives power from an engine. The double planetary set sums mechanical power from the first planetary set and an infinitely variable power source (“IVP”). The third component receives mechanical power from a IVP. The second component directly transmits power to the input component. The clutch directly controls power transmission between the first and second components. The brake engages the fourth component to stop its rotation. The output component receives mechanical power directly from the input component and the fourth component. During operation of the engine, controlled actuation of the brake and the clutch causes the output component to be powered by the infinitely variable power source but not by the engine.

Control system for hybrid vehicle

A control system for a hybrid vehicle configured to promptly shift a drive mode. In the single-motor mode, the vehicle is powered by a second motor while bringing an engagement device into disengagement and stopping the engine. In the dual-motor mode, the vehicle is powered by both a first motor and the second motor while bringing the engagement device into engagement and stopping a rotation of the output shaft of the engine by a stopper device. When shifting the drive mode from the single-motor mode to the dual-motor mode, the control system controls the first motor in a manner such that a speed difference between an input speed and an output speed of the engagement device is reduced while increasing a torque transmitting capacity of the engagement device.

Transmission for a hybrid drive arrangement, hybrid drive arrangement, vehicle, method for operating the hybrid drive arrangement, computer program and storage medium

The invention relates to a transmission (100) for a hybrid drive arrangement which can be coupled to two drive assemblies (7, 8), comprising an input shaft (10), and an output shaft (11), at least one first, second, third, fourth, fifth and sixth shifting element (SE1, SE2, SE3, SE4, SE5, SE6), and at least one planetary gear (5). The input shaft (10) can be coupled to a first transmission shaft (16) by means of the first shifting element (SE1), the first transmission shaft (16) can be coupled to the ring gear of the first planetary gear (5) by means of the second shifting element (SE2), the first transmission shaft (16) can be coupled to a second transmission shaft (17) by means of the third shifting element (SE3), the first transmission shaft (16) can be coupled to the fourth transmission shaft (SE4) by means of a third transmission shaft (18), the output shaft (11) can be coupled to the third transmission shaft (18) by means of the fifth shifting element (SE5) and the output shaft (11) can be coupled to the planet carrier of the planetary gear (5). The second transmission shaft (17) can be coupled to the sun gear of the planetary gear (5) by means of the sixth shifting element (SE6).

DRIVE FORCE CONTROL SYSTEM FOR HYBRID VEHICLES

A drive force control system for hybrid vehicles to prevent a reduction in drive force during reverse propulsion while operating an engine. An operating mode of a transmission mechanism can be selected from a first mode in which the output torque of the engine is delivered to the output member at a first predetermined ratio and a second mode in which the output torque of the engine is delivered to the output member at a second predetermined ratio that is smaller than the first predetermined ratio. A controller is configured to restrict selection of the first mode when the engine generates a power greater than a predetermined power during propulsion of the hybrid vehicle in the reverse direction. 1. A drive force control system for a hybrid vehicle , comprising:an engine;a first rotary machine;a transmission mechanism in which a first rotary element connected to the engine, a second rotary element connected to the first rotary machine, and a third rotary element connected to an output member are connected to one another to perform a differential action, in which a torque delivered from the engine is transmitted therethrough to the output member by establishing a reaction torque by the first rotary machine, and in which an operating mode can be selected from a first mode in which the output torque of the engine is delivered to the output member side at a first predetermined ratio and a second mode in which the output torque of the engine is delivered to the output member side at a second predetermined ratio that is smaller than the first predetermined ratio; anda second rotary machine that is connected to the output member to transmit a torque to the output member;wherein the hybrid vehicle is propelled in a reverse direction by a reverse torque generated by the second motor,wherein a torque delivered from the engine to the output member through the transmission mechanism during operation of the engine counteracts the reverse torque, andwherein the drive force control ...

Electric hybrid powertrains having a ball-type continuously variable transmission

Regular series-parallel hybrid electric powertrains are two-motor HEV propulsion systems mated with a planetary gear, and most mild or full parallel hybrid systems are single motor systems with a gearbox or continuously variable transmission coupled with an electric machine. Coupling a ball-type continuously variable planetary (CVP), such as a VariGlide®, with one electric machine enables the creation of a parallel HEV architecture with the CVP functioning as a continuously variable transmission, and the motor providing the functionality of electric assist, starter motor capability, launch assist and regenerative braking. Two motor variants provide series-parallel hybrid electric vehicle (HEV) architectures. Embodiments disclosed herein, coupled with a hybrid supervisory controller that chooses the path of highest efficiency from engine to wheel, leads to the creation of a hybrid powertrain that are capable of operating at the best potential overall efficiency point in any mode and also provide torque variability.

Power transmission unit

A power transmission unit that can prevent unintentional disengagement of a clutch. A first set of teeth formed on an outer circumferential surface of a first rotary member is engaged with a third set of teeth formed on an inner circumferential surface of a second rotary member. A second set of teeth formed on an inner circumferential surface of the first rotary member is meshed with a fourth set of teeth formed on an outer circumferential surface of a third rotary member. A center of engagement between the first set of teeth and the third set of teeth is situated at a point withdrawn from a center of engagement between the second set of teeth and the fourth set of teeth in the direction to disengage the first set of teeth from the third set of teeth.

CONTROL SYSTEM FOR HYBRID VEHICLES

A control system for a hybrid vehicle configured to prevent an excessive drop in an engine speed and while reducing vibrations when decelerating the vehicle abruptly. When an abrupt decelerating operation is detected in the fixed mode, a controller shifts an operating mode from the fixed mode to the high mode or the low mode by disengaging one of engagement devices in which a torque applied thereto in the fixed mode is reduced smaller by an inertia torque of the motor resulting from the decelerating operation. 1. A control system for a hybrid vehicle comprising:a power split mechanism that performs a differential action among a first rotary element connected to an engine, a second rotary element connected to a motor, and a third rotary element connected to a drive wheel;a first engagement device that is engaged to establish a high mode in which a rotational speed of the first rotary element is reduced lower than a rotational speed of the third rotary element given that a rotation of the second rotary element is stopped; anda second engagement device that is engaged to establish a low mode in which the rotational speed of the first rotary element is increased higher than the rotational speed of the third rotary element given that the rotation of the second rotary element is stopped,wherein a ratio of a rotational speed of the engine to the rotational speed of the third rotary element is changed in accordance with a rotational speed of the motor in the high mode and the low mode, anda fixed mode in which said ratio is fixed to a constant value is established by engaging both of the first engagement device and the second engagement device,the control system comprising:a controller that controls the engine, the motor, the first engagement device, and the second engagement device,wherein the controller is configured todetect an abrupt decelerating operation in the fixed mode, andshift an operating mode from the fixed mode to any one of the high mode and the low mode by ...

POWER TRANSMISSION SYSTEM OF HYBRID ELECTRIC VEHICLE

A power transmission system for a hybrid electric vehicle may include an input shaft to which a rotational power of an engine is input; a first motor/generator having a first motor shaft; a planetary gear set disposed on the first motor shaft of the first motor/generator and including a first rotation element fixedly connected to the first motor shaft, a second rotation element fixedly connected to the input shaft, and a third rotation element; a second motor/generator having a second motor shaft disposed; and an output shaft transmitting a rotational power transmitted from the planetary gear set and the second motor/generator to a differential apparatus, wherein the rotational driving force of the planetary gear set and the second motor/generator is transmitted to the output shaft by the first gear set and the rotational driving force of the output shaft is transmitted to the differential apparatus by the second gear set. 1. A power transmitting system for a hybrid electric vehicle , the system comprising:an input shaft to which a rotational power of an engine is input;a first motor/generator disposed on a same axis as the input shaft and having a first motor shaft;a planetary gear set disposed on the first motor shaft of the first motor/generator and including a first rotation element fixedly connected to the first motor shaft, a second rotation element fixedly connected to the input shaft, and a third rotation element;a second motor/generator having a second motor shaft disposed to be parallel to the input shaft at a predetermined interval with the input shaft; andan output shaft disposed in parallel with and disposed between the input shaft and the second motor shaft of the second motor/generator and transmitting a rotational power transmitted from the planetary gear set and the second motor/generator to a differential apparatus,wherein a rotational driving force of the planetary gear set and the second motor/generator is transmitted to the output shaft by the ...

INLINE ELECTROMECHANICAL VARIABLE TRANSMISSION SYSTEM

A drive system includes a first planetary device, a second planetary device and a connecting shaft directly coupled to the first planetary device, a first electromagnetic device at least selectively coupled to the first planetary device and including a first shaft, a second electromagnetic device directly coupled to the second planetary device and including a second shaft, a clutch positioned to selectively rotationally couple the second shaft to the connecting shaft, and an output shaft coupled to the first planetary device. The first planetary device, the second planetary device, the connecting shaft, the first shaft, the second shaft, and the output shaft are radially aligned. The connecting shaft extends through the second planetary device to the first planetary device. The second electromagnetic device is rotationally engaged with the first planetary device when the clutch is engaged. 1. A drive system for a vehicle , comprising:a first planetary device;a second planetary device directly coupled to the first planetary device;a connecting shaft directly coupled to the first planetary device, wherein the first planetary device, the second planetary device, and the connecting shaft are radially aligned;a first electromagnetic device at least selectively coupled to the first planetary device, wherein the first electromagnetic device includes a first shaft;a second electromagnetic device directly coupled to the second planetary device, wherein the second electromagnetic device includes a second shaft, wherein the first shaft and the second shaft are radially aligned with the first planetary device, the second planetary device, and the connecting shaft, and wherein the connecting shaft extends through the second planetary device to the first planetary device;a clutch positioned to selectively rotationally couple the second shaft to the connecting shaft, wherein the second electromagnetic device is rotationally engaged with the first planetary device when the clutch ...

INLINE ELECTROMECHANICAL VARIABLE TRANSMISSION SYSTEM

A drive system for a vehicle includes a first planetary gear set, a second planetary gear set directly coupled to the first planetary gear set, a first electromagnetic device directly coupled to the first planetary gear set and including a first shaft, a second electromagnetic device directly coupled to the second planetary gear set and including a second shaft, and an output shaft coupled to the first planetary gear set. The first shaft and the second shaft are radially aligned with the first planetary gear set and the second planetary gear set. The output shaft is radially aligned with the first planetary gear set and the second planetary gear set. 1. A drive system for a vehicle , comprising:a first planetary gear set;a second planetary gear set directly coupled to the first planetary gear set;a first electromagnetic device directly coupled to the first planetary gear set, wherein the first electromagnetic device includes a first shaft;a second electromagnetic device directly coupled to the second planetary gear set, wherein the second electromagnetic device includes a second shaft, wherein the first shaft and the second shaft are radially aligned with the first planetary gear set and the second planetary gear set; andan output shaft coupled to the first planetary gear set, wherein the output shaft is radially aligned with the first planetary gear set and the second planetary gear set.2. The drive system of claim 1 , further comprising a clutch positioned to selectively rotationally couple the second shaft to the first planetary gear set.3. The drive system of claim 1 , further comprising an auxiliary shaft radially offset from the output shaft claim 1 , wherein the auxiliary shaft is rotationally coupled to the first planetary gear set.4. The drive system of claim 3 , further comprising a clutch positioned to selectively rotationally couple the second planetary gear set to the auxiliary shaft when engaged.5. The drive system of claim 4 , further comprising a ...

Hybrid vehicle

A hybrid vehicle includes a clutch and a transmission unit configured to be able to switch into a neutral state. The hybrid vehicle is able to transmit power of an engine through any one of a first path through which power is transmitted from the engine to a first MG via a transmission unit and a differential unit and another second path through which power is transmitted from the engine to the first MG. The clutch is provided in the second path, and switches between an engaged state and a released state. The controller controls the engine, the first MG, the transmission unit and the clutch. The controller sets the transmission unit to a non-neutral state, sets the clutch to the engaged state, and then causes the vehicle to travel by using driving force from the first MG and driving force from the second MG.

METHOD FOR OPERATING A HYBRID POWERTRAIN WITH AN ELECTRIC MACHINE, AN INTERNAL COMBUSTION ENGINE AND A VARIABLE TRANSMISSION

The invention relates to a hybrid powertrain in a motor vehicle with an internal combustion engine (), an electric machine (), a variable transmission () and one or more driven wheels (). The transmission () includes at least a variator unit () for varying the output speed of the internal combustion engine () and a first differential gearing () with three rotary members () that are respectively drivingly connected to an output shaft () of the variator unit (), a rotor shaft () of the electric machine () and a wheel shaft () of the driven wheels (). The invention concerns a method for operating such a hybrid powertrain. 11234455153541234991929119235. A method for operating a hybrid powertrain in a motor vehicle comprising an internal combustion engine () , an electric machine () , a driven wheel () and a variable transmission () there between , which variable transmission () is provided with a first differential gearing () with three , relatively rotatable members ( , , ) that are respectively intended to be drivingly connected to one of the internal combustion engine () , the electric machine () and the driven wheel () and which variable transmission () is further provided with a variator unit () capable of varying a speed ratio between an input shaft () and an output shaft () , whereof the input shaft () is intended to be driven by the internal combustion engine () and whereof the output shaft () is intended to drive the driven wheel () via the first differential gearing () , [{'b': 1', '3', '2, 'running the internal combustion engine () at a first engine speed, while blocking the driven wheels () from rotating and while driving the electric machine () in reverse rotation at a first reverse machine speed,'}, {'b': '3', 'unblocking the drive wheels () and initiating the forward acceleration of the motor vehicle, characterized in that the method further comprises the sequential steps of, {'b': 1', '3', '2, 'increasing the speed of the internal combustion engine () ...

SERIES-HYBRID ELECTROMECHANICAL COMPOUND TRANSMISSION DEVICE FOR TRACKED VEHICLE

The present invention discloses an electromechanical compound transmission device for a tracked vehicle. The electromechanical compound transmission device includes a front transmission mechanism, a power coupling mechanism, an independent drive mechanism, and convergent planetary gearsets arranged on both sides of the power coupling mechanism. The present invention can not only implement driving, steering, and other functions of a vehicle, but also provide sufficient electric energy for a vehicle-mounted device. In other words, a series mode can be adopted to satisfy a torque output requirement, and is mainly used for low and medium-low speed driving, as well as reverse driving and climbing steep slopes; and a series-parallel mode can also be adopted to satisfy requirements of high and medium-high speed driving, and can achieve relatively high transmission efficiency and fuel economy. 1. An electromechanical compound transmission device for a tracked vehicle , comprising a front transmission mechanism , a power coupling mechanism , an independent drive mechanism , and convergent planetary gearsets arranged on both sides of the power coupling mechanism , whereinthe front transmission mechanism comprises a main clutch configured to cut off power of an engine, two to three spur gear engagement pairs, and the spur gear engagement pair is configured to match a transmission ratio and adjust positions of the engine, the power coupling mechanism, and the independent drive mechanism;the power coupling mechanism comprises two planetary gearsets, two motors/generators, and two control components; the spur gear engagement pair drives a spur gear; the spur gear is drivingly connected to a planet carrier of a second planetary gearset, a ring gear of the second planetary gearset is fixedly connected to a planet carrier of a first planetary gearset, and a rotor of a first motor/generator is connected to a ring gear of the first planetary gearset; the power coupling mechanism ...

Multi-mode electromechanical variable transmission

A vehicle includes an engine, a drive axle, a multi-mode transmission, and a controller. The multi-mode transmission includes a first gear set having a first planetary gear carrier and a second gear set having a second planetary gear carrier, a first motor/generator coupled to the first gear set, a second motor/generator electrically coupled to the first motor/generator and coupled to the second gear set, a brake selectively limiting movement of a portion of the second gear set, and a clutch selectively rotationally coupling the second motor/generator to the engine. The first gear set is coupled to the engine, and the planetary gear carriers are rotatably coupled. The controller is configured to selectively configure the multi-mode transmission into an active neutral startup mode of operation by engaging the clutch and the brake such that at least one of the first motor/generator and the second motor/generator produces a voltage.

Control apparatus for a hybrid vehicle drive system

A control apparatus for a hybrid vehicle drive system 10 , which permits sufficient utilization of the electric energy stored in the battery and includes a drive mode switching portion 60 configured to bring a clutch CL 1 or a brake BK 1 into its engaged state, for switching the drive system 10 from an EV drive mode in which a vehicle drive force is generated by at least one of first and second electric motors MG 1 and MG 2 while a crankshaft 12 a of an engine 12 is connected to a housing 26 , to a constant-speed-ratio drive mode in which the vehicle drive force is generated by at least one of the first and second electric motors MG 1 and MG 2 while a ratio of an output speed N OUT of the drive system 10 to a speed of a rotary motion received from the engine 12 is held constant, when an operating speed N MG1 , N MG2 of the first or second electric motor MG 1 , MG 2 has been raised to a predetermined threshold value in the EV drive mode. Accordingly, the desired output speed N OUT can be established at a relatively low value of the operating speed N MG1 , N MG2 of the first or second electric motor MG 1 , MG 2 , so that the electric energy stored in the battery 48 can be sufficiently utilized.

MULTI-MODE ELECTROMECHANICAL VARIABLE TRANSMISSION

A drive system includes a first gear set and a second gear set, each including a sun gear, a ring gear, a plurality of planetary gears coupling the sun gear to the ring gear, and a carrier rotationally supporting the plurality of planetary gears, a first electrical machine coupled to the sun gear of the first gear set, a second electrical machine coupled to the sun gear of the second gear set, a connecting shaft coupled to the ring gear of the first gear set, a driveshaft that transports power from the electrical machines to a tractive element, a first clutch selectively rotationally coupling the first carrier and the second carrier to the driveshaft, and at least one of a second clutch selectively rotationally coupling the second electrical machine to the connecting shaft and a third clutch selectively rotationally coupling the second gear set to the driveshaft. 1. A drive system for a vehicle , comprising:a first gear set including a first sun gear, a first ring gear, a first plurality of planetary gears coupling the first sun gear to the first ring gear, and a first carrier rotationally supporting the first plurality of planetary gears;a second gear set including a second sun gear, a second ring gear, a second plurality of planetary gears coupling the second sun gear to the second ring gear, and a second carrier rotationally supporting the second plurality of planetary gears, wherein the first carrier is directly coupled to the second carrier;a first electrical machine directly coupled to the first sun gear of the first gear set;a second electrical machine directly coupled to the second sun gear of the second gear set;a connecting shaft coupled to the first ring gear of the first gear set;a driveshaft configured to transport power from the first electrical machine and the second electrical machine to a tractive element of the vehicle;a first clutch selectively rotationally coupling the first carrier and the second carrier to the driveshaft when engaged; and a ...

AUTOMATIC TRANSMISSION

An input shaft () connectable to an engine (), an output gear (), a transmission case () and a Ravigneaux planetary gear unit () are provided. Four rotational elements of the Ravigneaux planetary gear unit () are a single pinion side sun gear (Ss), a carrier (C), a ring gear (R) and a double pinion side sun gear (Sd) which are arranged orderly on a common speed diagram. The single pinion side sun gear (Ss) is constantly connected to a motor/generator (), and the ring gear (R) is constantly connected to the output gear (). And, with usage of a low & reverse clutch (L&R/C), a high clutch (H/C) and a low brake (L/B), a first speed (1st), a second speed (2nd), a third speed (3rd) and a stepless change speed (eCVT) are established. 1. An automatic transmission comprising:an input member connectable to an engine;an output member;a fixed portion; anda planetary gear unit including four rotational elements, in which,the four rotational elements of the planetary gear unit are first, second, third and fourth elements which are arranged orderly on a common speed diagram;the first element is constantly connected to the motor/generator and connectable to the input member due to engagement of the first clutch;the second element is connectable to the input member due to engagement of the second clutch;the third element is constantly connected to the output member;the fourth element is fixable to the fixed portion due to engagement of the first brake;a first speed is established due to engagement of both the first clutch and the first brake;a second speed whose speed change ratio is smaller than that of the first speed is established due to engagement of both the first brake and the second clutch;a third speed whose speed change ratio is smaller than that of the second speed is established due to engagement of both the first clutch and the second clutch; anda stepless speed change that enables the speed change ratio to vary steplessly is established by engaging the second clutch ...

Powersplit powertrain for a hybrid electric vehicle

A powertrain includes a planetary gearset including an input connected to a shaft driveably connected to an engine, a second input driveably connected to an electric machine, and an output driveably connected to a countershaft, a clutch for releaseably connecting the countershaft and the input shaft through a first pair of meshing gears, and a brake for releaseably holding the input shaft and the input against rotation.

Drive unit for hybrid vehicles

Provided is a drive unit for hybrid vehicles capable of reducing electric power consumption during propulsion in an EV mode. The drive unit includes a first planetary gear unit to which an engine is connected, and a second planetary gear unit connected to a third rotary element of the first planetary gear unit. The drive unit includes a first engagement device that connects a first rotary element of the first planetary gear unit and a sixth rotary element of the second planetary gear unit, and a second engagement device that connects a fourth rotary element and the sixth rotary element of the second planetary gear unit.

Engine starting system for vehicle

An engine starting system for starting an engine promptly during propulsion without reducing a drive force. When a condition to crank the engine is satisfied during propulsion in a neutral stage, torque is applied to an input rotary element to crank the engine by reducing a rotational speed of a control rotary element by increasing a torque capacity of a first engagement device to utilize an inertial force of the free rotary element as a reaction force.

Gearbox arrangement for a vehicle, and vehicle having the same

A transmission for a vehicle includes a first input interface, an output interface, first and second speed ratio transmission sections, first and second planetary transmission sections, and a coupling section. The first input interface is arranged for coupling to an internal combustion engine. The speed ratio transmission sections have respective inputs, respective outputs operatively connected to the output interface, and respective ratio stages. The first planetary transmission section has a first planet carrier arranged on a second shaft. The second planetary transmission section has a second planet carrier arranged on a fifth shaft. The coupling section is for coupling the second shaft and the fifth shaft such that they are supported against one another in at least one operating mode. The first planetary transmission section and the second planetary transmission section are arranged coaxially with respect to one another.

Multi-mode electromechanical variable transmission

A vehicle includes an engine, a drive axle, a multi-mode transmission selectively coupled to the engine and the drive axle, and a controller coupled to the multi-mode transmission and configured to selectively configure the multi-mode transmission into an active neutral startup mode of operation in response to an engine start request. The multi-mode transmission includes a first gear set having a first planetary gear carrier and a second gear set having a second planetary gear carrier, a first motor/generator coupled to the first gear set, and a second motor/generator electrically coupled to the first motor/generator with a bus, coupled to the second gear set, and selectively coupled to the engine. The first gear set is coupled to the engine, and the first planetary gear carrier and the second planetary gear carrier are rotatably coupled.

Multi-mode electromechanical variable transmission

A vehicle includes an engine, a drive axle, a multi-mode transmission, and a controller coupled to the multi-mode transmission. The multi-mode transmission includes a first gear set having a first planetary gear carrier and a second gear set having a second planetary gear carrier, the first planetary gear carrier and the second planetary gear carrier being rotatably coupled, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set and selectively coupled to the engine, a brake positioned to selectively limit a rotational movement of a ring gear of the second gear set when engaged, a first clutch, and a second clutch. The controller is configured to selectively transition the multi-mode transmission between a mid range mode of operation and a high range mode of operation via an intermediate shift mode of operation.

Control system for hybrid vehicles

A control system for a hybrid vehicle that shift an operating mode to an appropriate mode from a low mode or high mode. The hybrid vehicle comprises a power split mechanism connected to an engine and a first motor. When a required brake torque of a prime mover cannot be achieved during propulsion in an operating mode established by engaging one of clutches while stopping the engine, the control system excites a motoring of the engine by the first motor while maintaining engagement of the clutch engaged to establish the current operating mode.

DRIVE DEVICE FOR HYBRID VEHICLE

A drive device for hybrid vehicle includes: a planetary gear mechanism; a first rotating machine coupled to a sun gear of the planetary gear mechanism; an engine and a one-way clutch coupled to a carrier of the planetary gear mechanism; a second rotating machine and a drive wheel coupled to a ring gear of the planetary gear mechanism; and a braking device. The drive device relatively changes a rotation speed of the first rotating machine to a rotation speed of a positive rotation side to perform braking by the braking device in response to a braking command. 1. A drive device for hybrid vehicle , comprising:a planetary gear mechanism;a first rotating machine coupled to a sun gear of the planetary gear mechanism;an engine and a one-way clutch coupled to a carrier of the planetary gear mechanism;a second rotating machine and a drive wheel coupled to a ring gear of the planetary gear mechanism; anda braking device, whereinthe drive device relatively changes a rotation speed of the first rotating machine to a rotation speed of a positive rotation side to perform braking by the braking device in response to a braking command.2. The drive device for hybrid vehicle according to claim 1 , further comprisinga control device, whereinthe braking device includes a parking device coupled to the ring gear, the parking device being engaged by an actuator,the control device electrically controls the actuator, andthe control device positively rotates the first rotating machine to engage the parking device by the actuator in response to a command of engaging the parking device as the braking command.3. The drive device for hybrid vehicle according to claim 1 , further comprisinga control device, whereinthe braking device includes a brake device electrically controlled by the control device to generate braking power, andthe control device relatively changes the rotation speed of the first rotating machine to a rotation speed of the positive rotation side to cause the brake device to ...

Vehicle

A vehicle including a housing supported on a framework member of the vehicle via a supporting member, a liquid medium supply unit fixed to the housing and driven by a motor to supply a liquid medium to a cooled or lubricated portion, and a first atmosphere communicating mechanism that establishes a communication between an inside of a motor portion of the liquid medium supply unit and atmosphere, the first atmosphere communicating mechanism including a volumetric member that is disposed apart from the liquid medium supply unit in a position higher than the liquid medium supply unit, that has a predetermined volumetric space, and that is fixed to the housing.

HYBRID ALL-WHEEL DRIVE SYSTEM HAVING DYNAMIC CLUTCHES

An All-Wheel-Drive (AWD), multi-mode, power-split hybrid vehicle employing a drive combining all electric motors and an internal combustion engine, together collocated on a 2-planetary-gear (PG) set. The present teachings are capable of delivering competitive performance while maximizing fuel economy through power-split hybrid design. 1. A hybrid all-wheel drive system comprising:a front wheel;a rear wheel;an internal combustion engine providing an output;a first electric motor providing an output;a second electric motor providing an output;a pair of planetary-gear sets each having a ring gear, a sun gear, a plurality of pinion gears, and a carrier, each of the pair of planetary-gear sets being operably coupled to at least one of the internal combustion engine, first electric motor, and the second electric motor to transmit the output to at least one of the front wheel and the rear wheel;a first dynamic clutch selectively coupling a first of the pair of planetary-gear sets to a second of the pair of planetary-gear sets;a second dynamic clutch selectively coupling the first of the pair of planetary-gear sets to the second of the pair of planetary-gear sets; anda brake clutch selectively collocating the carrier of one of the first and the second pair of planetary-gear sets.2. The hybrid all-wheel drive system according to whereinthe engine is operably connected to the ring gear of the first of the pair of planetary-gear sets,the first electric motor is operably coupled to the sun gear of the first of the pair of planetary-gear sets,the second electric motor being operably coupled to the sun gear of the second of the pair of planetary-gear sets,the ring gear of the second of the pair of planetary-gear sets transmitting output to the front wheel,the sun gear of the second of the pair of planetary-gear sets transmitting output to the rear wheel.3. The hybrid all-wheel drive system according to whereinthe first dynamic clutch selectively couples the carrier of the first ...

Method for Operating a Drive System of a Motor Vehicle and Drive System

A drive system ( 1 ) of a motor vehicle includes a first planetary gear set ( 2 ), a first electric machine ( 13 ) coupled to a ring gear ( 5 ) of the first planetary gear set ( 2 ) directly or indirectly via a second planetary gear set ( 3 ), and a second electric machine ( 14 ) coupled to a sun gear ( 4 ) of the first planetary gear set ( 2 ) directly via a third form-fit shift element (C) or indirectly via the second planetary gear set ( 3 ). The sun gear ( 4 ) of the first planetary gear set ( 2 ) is braked against the housing by engaging a first form-fit shift element (A). The sun gear ( 4 ) of the first planetary gear set ( 2 ) is coupleable to a carrier ( 6 ) of the first planetary gear set ( 2 ) via a second form-fit shift element (B) while providing a direct drive at the first planetary gear set ( 2 ).

Method and apparatus for executing engine autostart in a powertrain system employing multiple torque generating devices

A powertrain system is described, and includes an internal combustion engine and an electric machine configured to generate propulsion torque responsive to a driver torque request. A method for operating the powertrain system includes determining, in response to a request to execute an engine autostart operation, whether a driveline torque sag may occur. The method further includes forgoing executing the engine autostart operation when it is determined that a driveline torque sag will occur during the execution of the engine autostart operation.

Stator Cooling For Electric Machines

A vehicle electric machine may include a rotor. The rotor may cooperate with a stator including a core having an end face, and end windings extending from the end face. A cooling tunnel may encase the end windings, sealing against the end face at opposing sides of the end windings, and defining an inlet configured to receive coolant. The cooling tunnel may be arranged to contain the coolant during passage over the end windings and direct the coolant toward an outlet. 1. A vehicle electric machine comprising:a rotor;a stator including a core having an end face, and end windings extending from the end face; anda cooling tunnel encasing the end windings, sealing against the end face at opposing sides of the end windings, and defining an inlet configured to receive coolant, the cooling tunnel arranged to contain the coolant during passage over the end windings and direct the coolant toward an outlet.2. The vehicle electric machine of claim 1 , wherein the cooling tunnel defines the outlet.3. The vehicle electric machine of claim 2 , wherein the outlet is at an end of the cooling tunnel opposite the inlet.4. The vehicle electric machine of claim 1 , wherein the cooling tunnel extends completely around a perimeter of the end windings.5. The vehicle electric machine of claim 1 , wherein the cooling tunnel has an arcuate cross-section.6. The vehicle electric machine of claim 1 , wherein the cooling tunnel has a rectangular cross-section.7. A vehicle electric machine comprising:a rotor;a stator including a core having an end face, and end windings extending from the end face; anda plurality of cooling tunnels encasing the end windings, sealing against the end face at opposing sides of the end windings and each end of the tunnels, and each defining an inlet configured to receive coolant, the cooling tunnels arranged to contain the coolant during passage over the end windings and direct the coolant toward outlets.8. The vehicle electric machine of claim 7 , wherein each of the ...

DRIVING APPARATUS FOR VEHICLE AND VEHICLE

A driving apparatus for vehicle includes a Ravigneaux planetary gear , a friction clutch , and a friction brake . Input paths and of two systems and an output path of one system are provided for the Ravigneaux planetary gear. Continuously variable adjustment of output of the one system is achievable by adjusting each input of the two systems. 111-. (canceled)12. A driving apparatus for vehicle , the apparatus comprising:a Ravigneaux planetary gear;a friction clutch; anda friction brake,whereininput paths of two systems and an output path of one system are provided for the Ravigneaux planetary gear, andcontinuously variable adjustment of output of the one system is achieved by adjusting a rotation direction, a rotation speed, and torque of each input from the two systems connected to the Ravigneaux planetary gear in an opened state of each of the friction clutch and the friction brake.13. The driving apparatus for vehicle according to claim 12 , wherein the Ravigneaux planetary gear includes a first sun gear claim 12 , a second sun gear claim 12 , a first pinion gear claim 12 , a second pinion gear claim 12 , a ring gear claim 12 , and a pinion carrier.14. The driving apparatus for vehicle according to claim 13 , whereinrelative rotations of the second pinion gear and the first pinion gear are regulated by the identical pinion carrier,the first sun gear engages with the first pinion gear via the second pinion gear,the second sun gear engages with the first pinion gear, andthe first pinion gear engages with the ring gear.15. The driving apparatus for vehicle according to claim 13 , whereinthe input paths of the two systems are connected such that a first input path of the input paths is connected to the second sun gear, and that a second input path of the input paths is connected to the first sun gear, andthe output path of the one system is connected to the ring gear.16. The driving apparatus for vehicle according to claim 14 , whereinthe input paths of the two ...

CONTROLLER FOR VEHICLE

A controller for a vehicle is provided. The vehicle includes an engine, a rotary machine, at least one driving wheel, a first clutch disposed between a power transmission member and the rotary machine, the power transmission member being disposed between the engine and the driving wheel, the first clutch being configured to be switched to an engaged state or a disengaged state, and a second clutch disposed in parallel with the first clutch, the second clutch being a one-way clutch. The controller includes an electronic control unit. The electronic control unit is configured to control at least one of the rotary machine or the first clutch so as to reduce inertia of the power transmission member based on a torsional load acting on the power transmission member. 1. A controller for a vehicle , the vehicle including an engine , a rotary machine , at least one driving wheel , a first clutch disposed between a power transmission member and the rotary machine , and a parking unit , the power transmission member being disposed between the engine and the driving wheel , the first clutch being configured to be switched to an engaged state or a disengaged state , and a second clutch disposed in parallel with the first clutch , the second clutch being a one-way clutch , the parking unit configured to switch between a locked state in which rotation of the power transmission member is inhibited and an unlocked state in which the rotation of the power transmission member is permitted , the controller comprising:an electronic control unit configured to control at least one of the rotary machine or the first clutch so as to reduce inertia of the power transmission member based on a torsional load acting on the power transmission member, the electronic control unit configured to rotate the rotary machine in a rotation direction in which the second cluch is disengaged before switching the parking unit to the unlocked state when a request to switch the parking unit to the unlocked ...

Drive unit for hybrid vehicle

A drive unit for a hybrid vehicle capable of improvement of fuel efficiency during HV running is provided. The drive unit includes an engine, a first motor, a second motor, a first planetary gear unit, a second planetary gear unit, a first engagement unit, and a second engagement unit. In a case where an operation state of the vehicle is high vehicle speed and a low driving force in which a requested driving force is small, by bringing the first engagement unit to an engaged state and the second engagement unit to the disengaged state, a first state where a gear ratio which is a rotation number ratio between an input element and an output element of a complex planetary gear unit becomes a first gear ratio γ 2 smaller than “1” is set. In the case of a low vehicle speed and a high driving force in which the requested driving force is large, by bringing the second engagement unit to the engaged state and the first engagement unit to the disengaged state, a second state where the gear ratio becomes a second gear ratio γ1 larger than “1” is set.

Hybrid driving apparatus

A hybrid driving apparatus includes a forward-reverse switching mechanism, a transmission, an input path disposed on an output side of the forward-reverse switching mechanism, and a motor connected to the input path.

DRIVE ARRANGEMENT FOR A HYBRID VEHICLE AND DRIVE TRAIN COMPRISING SUCH A DRIVE ARRANGEMENT

A hybrid drive arrangement including combustion engine (), an electric machine () and a transmission with input shafts () and an output shaft. The drive arrangement has a planetary gearset (PG) with a first element that can be rotationally engaged with shaft (), and a second element that can be fixed to the housing or machine (). Shift element (K) couples a third element of gearset (PG) to the housing or to rotationally engage with machine (). Shift element (J) couples the third element of gearset (PG) with engine (). Shift elements (C, D) respectively couple the shafts () with engine () and form a double shift element (S), whose actuator () extends through a section () of a drive shaft () of the engine (), which encompasses, on the outside, shift element (S). Section () of shaft () of engine () extends to shift element (J). 112-. (canceled)131762453. A drive arrangement () for a hybrid vehicle , the hybrid vehicle having a hybrid drive having an internal combustion engine () and an electric machine () and a transmission () having first and second transmission input shafts ( , ) and an output shaft () , the drive arrangement comprising at least:{'b': 4', '6, 'a planetary gear set (PG) having an elements carrier (ST), a sun gear (SR) and a ring gear (HR), a first element of the planetary gear set is rotationally engagable with the first transmission input shaft (), and a second element of the planetary gear set (PG) is rotationally engagable to a rotor of the electric machine ();'}{'b': '6', 'a first shift element (K) being engagable either to fixedly join a third element of the planetary gear set (PG) to a housing or to rotationally engage the third element of the planetary gear set with the electric machine ();'}a second shift element (J) being engagable to rotationally engage the third element of the planetary gear set (PG) with the internal combustion engine;{'b': 4', '7, 'a third shift element (C) being engagable to rotationally engage the first transmission ...

WORK VEHICLE AND METHOD OF CONTROLLING WORK VEHICLE

A power transmission device of a work vehicle includes a motor control unit that controls first and second motors to keep the transmission speed ratio at a maximum value when a vehicle speed is greater than a second vehicle speed where the transmission speed ratio reaches the maximum value obtainable by the power transmission device, and less than a third vehicle speed where a rotation speed of the second motor reaches a predetermined limit value. A controller increases a rotation speed of an engine from a second rotation speed of the engine when the vehicle speed is greater than the second vehicle speed and less than a third vehicle speed, and increases the rotation speed of the engine from a third rotation speed of the engine when the vehicle speed is greater than the third vehicle speed. 1. A work vehicle comprising:an engine;a hydraulic pump driven by the engine;a work implement driven by hydraulic fluid discharged from the hydraulic pump;a travel apparatus driven by the engine;a power transmission device that transmits drive power from the engine to the travel apparatus;a controller that controls the power transmission device; an input shaft,', 'an output shaft,', 'a gear mechanism including a planetary gear mechanism, the gear mechanism transmitting rotation of the input shaft to the output shaft,', 'a first motor and a second motor each connected to rotational elements in the planetary gear mechanism, and', 'a mode switching mechanism that switches a drive power transmission route in the power transmission device to one mode of at least two modes,, 'the power transmission device including'}varying rotation speeds of the motors varies a transmission speed ratio in the power transmission device, the transmission speed ratio being a ratio of a rotation speed of the output shaft to a rotation speed of the input shaft, a motor control unit that controls the first motor and the second motor to keep the transmission speed ratio at a maximum value when the vehicle ...

CONTROL DEVICE FOR HYBRID VEHICLE AND HYBRID VEHICLE

A hybrid vehicle includes: an engine; a first motor; an output member; a differential mechanism, the engine, the first motor, and the output member being coupled via the differential mechanism; a second motor configured to apply torque to the output member; and an engagement mechanism configured to stop rotation of an output shaft of the engine or rotation of a specified rotational member that is coupled to the output shaft of the engine. An electronic control unit is configured to (i) engage the engagement mechanism when the hybrid vehicle travels reversely by drive power of the second motor or drive power of the first motor and the second motor, and (ii) disengage the engagement mechanism when the hybrid vehicle travels forward by the drive power of the second motor or the drive power of the first motor and the second motor. 1. A control device for a hybrid vehicle , the hybrid vehicle including a first motor,', 'an output member,', 'a differential mechanism, the engine, the first motor, and the output member being coupled via the differential mechanism,', 'a second motor configured to apply torque to the output member, and', 'an engagement mechanism configured to stop rotation of an output shaft of the engine or rotation of a specified rotational member that is coupled to the output shaft of the engine,, 'an engine,'} an electronic control unit configured to', '(i) engage the engagement mechanism and generate drive power by the first motor and the second motor, when the hybrid vehicle travels reversely by drive power of the second motor or drive power of the first motor and the second motor and drive power that is requested for a reverse travel is equal to or higher than predetermined reference drive power, and', '(ii) disengage the engagement mechanism and generate drive power by the second motor, when the hybrid vehicle travels forward by the drive power of the second motor or the drive power of the first motor and the second motor and the drive power that is ...

Vehicle Power Module Assemblies and Manifolds

A vehicle power module assembly includes a modular manifold, an upper frame, and a plurality of power stages. The modular manifold includes a first base unit defining an inlet chamber, a second base unit defining an outlet chamber, a mid-unit defining one or more ports open to the chambers, and an upper unit defining a first set of slots and a second set of slots in fluid communication with the chambers via the ports. The plurality of power stages is housed within the frame and each of the power stages are spaced from one another to define inner channels therebetween. The chambers, channels, and ports are arranged with one another such that coolant flowing through the inner channels is in thermal communication with the power stages. The mid-unit may further include flow guides each sized to partially extend into one of the inner channels. 1. A vehicle power module assembly comprising:a modular manifold including base units defining inlet and outlet chambers, a mid-unit defining ports open to the chambers, and an upper unit defining slots fluidly connected to the chambers via the ports; anda frame supported by the manifold and housing power stages defining inner channels between one another,wherein the chambers, channels, and ports are arranged so coolant flowing therethrough thermally communicates with the power stages.2. The assembly of claim 1 , wherein the mid-unit further comprises flow guides spaced apart from one another and each sized to partially extend into one of the inner channels claim 1 , and wherein the flow guides direct coolant flowing therethrough about exterior surfaces of each of the power stages.3. The assembly of claim 1 , wherein the mid-unit comprises a first mid-unit sized for disposal within a cavity defined by one of the base units and defines a first set of the ports claim 1 , and a second mid-unit sized for disposal within a cavity defined by the other of the base units and defines a second set of the ports.4. The assembly of claim 3 , ...

VEHICLE PROPULSION SYSTEM TORQUE TRANSFER VIBRATION ATTENUATION MECHANISMS

A torque transfer mechanism includes an input member to receive an input torque from a propulsion source and an output member coupled to the input member to transfer the input torque to a driveline component. The torque transfer mechanism also includes a damping mechanism disposed between the input member and the output member having at least one clockspring coiled about a center axis of rotation to couple the input member to the output member. The at least one clockspring is arranged to damp vibration associated with the input torque and is coiled in multiple planes such that the clockspring does not contact itself under torsional deflection. 1. A torque transfer mechanism comprising:an input member to receive an input torque from a propulsion source;an output member coupled to the input member to transfer the input torque to a driveline component; anda damping mechanism disposed between the input member and the output member including at least one clockspring coiled about a center axis of rotation to couple the input member to the output member, the at least one clockspring arranged to damp vibration associated with the input torque, wherein the at least one clockspring is coiled in multiple planes such that the clockspring does not contact itself under torsional deflection.2. The torque transfer mechanism of wherein the clockspring undergoes substantially pure bending loads in response to the input torque.3. The torque transfer mechanism of wherein the at least one clockspring includes a composite spring formed by a clockwise-wound clockspring coupled to a counterclockwise-wound clockspring.4. The torque transfer mechanism of wherein the at least one clockspring comprises a first composite spring interleaved with a second composite spring.5. The torque transfer mechanism of wherein the at least one clockspring defines a first end coupled to the input member claim 1 , a second end coupled to the output member claim 1 , and a coiled length connecting the first end ...