Abstract: Disclosed are a power train structure that can operate hybrid vehicles in an electric mode at its startup and/or lower speed stages and a method of operation of the same.

Abstract: The present invention relates to a method for charging battery of a hybrid vehicle at neutral shift range and a hybrid vehicle using the same which enable generating and charging battery at a neutral shift range by restricting a rotation of an output element of the automatic transmission. A preferred method for charging battery of a hybrid vehicle at a neutral shift range according to an exemplary embodiment of the present invention includes determining whether current shift range is neutral shift range; measuring a battery SOC(state of charge); operating an EHB (Electro Hydraulic Brake) when the measured battery SOC is lower than a predetermined lower limit battery SOC; operating an generator by operating an engine; measuring a battery SOC after operating the generator; releasing EHB when the battery SOC measured after operating the generator is higher than the predetermined lower limit battery SOC.

Abstract: A parking brake apparatus for an automatic transmission vehicle in one embodiment includes a parking shaft connected to a shift lever, a cam plate secured to the parking shaft, a parking rod assembly operated when the cam plate secured to the parking shaft rotates through manipulation of the shift lever, and a parking gear meshed with a sprag which is actuated by the parking rod assembly. The apparatus comprises a driving section having a driving motor assembly for driving the parking shaft such that the sprag can be engaged with or disengaged from the parking gear when the shift lever is manipulated between P and R, and operating to ensure that a rotational force of a driving motor is added to a disengaging force of the parking rod assembly for disengaging the sprag engaged with the parking gear when the disengaging force is insufficient.

Abstract: A power train for a hybrid vehicle includes an outer rotor-typed generator motor, disposed adjacent to an engine and concentric with an output shaft of the engine; a first planetary gear set including a sun gear provided to an outer rotor of the generator motor, carriers connected with the output shaft of the engine, and a ring gear; a driving motor, disposed opposite the engine with respect to the generator motor and concentric with the output shaft of the engine; a second planetary gear set including a sun gear, carriers, and a ring gear, one of which is connected to the driving motor, another of which is fixed, and the other of which is connected to the first planetary gear set; and a PTO (Power Take Off), which receives power from the ring gear of the first planetary gear set and transmits the power to a differential.

Abstract: Disclosed are a power train structure that can operate hybrid vehicles in an electric mode at its startup and/or lower speed stages and a method of operation of the same.

Abstract: A hybrid power train system for a vehicle that has a simple configuration and can efficiently transmit power generated from an engine and a motor to driving wheels while using a general transmission, and obtain high regenerative braking efficiency. The configuration includes coaxial shafts between rotational components.

Abstract: A power train for a hybrid vehicle includes an outer rotor-typed generator motor, disposed adjacent to an engine and concentric with an output shaft of the engine; a first planetary gear set including a sun gear provided to an outer rotor of the generator motor, carriers connected with the output shaft of the engine, and a ring gear; a driving motor, disposed opposite the engine with respect to the generator motor and concentric with the output shaft of the engine; a second planetary gear set including a sun gear, carriers, and a ring gear, one of which is connected to the driving motor, another of which is fixed, and the other of which is connected to the first planetary gear set; and a PTO (Power Take Off), which receives power from the ring gear of the first planetary gear set and transmits the power to a differential.

Abstract: The present invention relates to a power delivery system of a hybrid vehicle, for delivering power from an engine to a differential gear by using three shafts and two planetary gear sets. A power delivery system of a hybrid vehicle according to an exemplary embodiment of the present invention includes a driving motor, a first shaft, a first planetary gear set coupled to the first shaft, a second shaft, a second planetary gear set coupled to the second shaft, a third shaft connected with the differential gear, and a sub gear coupled to the third shaft. The first planetary gear set is connected with the second planetary gear set, the second planetary gear set is connected with the sub gear, and an output from the driving motor or the engine is delivered to the third shaft through the first planetary gear set, the second planetary gear set, and the sub gear.

Abstract: A method for controlling releasing force for a parking brake applies a releasing force based on vehicle speed. Vehicle speed may be divided into several speed ranges between 0 and 5 km/h, each speed range having a releasing force. After applying the calculated releasing force, if the brake has not been released, the method may apply a maximum force. The method may further not engage the brake if the vehicle speed exceeds a predetermined speed.

Abstract: An exemplary automatic transmission of a hybrid vehicle according to an embodiment of the present invention includes a flywheel connected to an engine, a generator having a stator part and a rotor part, an input shaft connected with the rotor part, a hub coupled to an end of the input shaft, and a torsional damper connecting the flywheel with the hub, wherein the torsional damper includes a torsional spring and a plate, an end of the stator part is projected further toward the engine than an end of the rotor part and forms a projected portion, a vacant space is formed inside the projected portion, the plate is formed to be bent such that a mounting part mounted to the torsional spring is nearer to the generator than a mounting part mounted to the flywheel, and at least a part of the torsional spring is disposed in the vacant part.

Abstract: A parking system of a hybrid vehicle includes a traction motor that rotates an output shaft of the transmission, a parking gear rotated by the output shaft, a sprag selectively engaged with the parking gear, an actuator that moves the sprag, and a control portion that controls the traction motor, wherein the control portion operates the traction motor when the sprag and the parking gear are not disengaged by the actuator. A method for releasing a parking lock includes detecting operation of a shift lever, operating an actuator to move a sprag, detecting whether the sprag is disengaged from the parking gear, and operating a traction motor if the sprag is not disengaged.

Abstract: A parking brake apparatus for an automatic transmission vehicle in one embodiment includes a parking shaft connected to a shift lever, a cam plate secured to the parking shaft, a parking rod assembly operated when the cam plate secured to the parking shaft rotates through manipulation of the shift lever, and a parking gear meshed with a sprag which is actuated by the parking rod assembly. The apparatus comprises a driving section having a driving motor assembly for driving the parking shaft such that the sprag can be engaged with or disengaged from the parking gear when the shift lever is manipulated between P and R, and operating to ensure that a rotational force of a driving motor is added to a disengaging force of the parking rod assembly for disengaging the sprag engaged with the parking gear when the disengaging force is insufficient.

Abstract: A powertrain of a hybrid vehicle includes: a first shaft to which an engine, a generator, and a motor are mounted, and to which a planetary gear set is also mounted between the generator and the motor; a second shaft to which are mounted a second shaft driven gear connected to the first shaft and a second shaft drive gear shaft-connected to the second shaft driven gear; a third shaft to which are mounted a third shaft driven gear connected to the second shaft and a third shaft drive gear shaft-connected to the third shaft driven gear; and a fourth shaft to which are mounted a differential ring gear connected to the third shaft and a differential apparatus.