Abstract: A powertrain for an electric vehicle includes: a planetary gear including a first rotating element, a second rotating element, and a third rotating element, where the first rotating element is connected to a first shaft, the second rotating element is connected to a second shaft, and the third rotating element is selectively connected to a transmission housing; a first motor supplying power to the first shaft at all times; and a second motor selectively supplying power to the first shaft and the second shaft. Two rotating elements among the first, second, third rotating elements of the planetary gear are selectively connected to integrally rotate the entire planetary gear.

Abstract: A hybrid powertrain apparatus for a vehicle, includes first and second input shafts concentrically provided to selectively receive power of an engine, a planetary gear set including a first rotation element, a second rotation element, and a third rotation element, wherein the first rotation element is connected to the first input shaft and the second rotation element is connected to a first motor, a clutch device configured to fix the remaining rotation element of the planetary gear set or connect the remaining rotation element to the second input shaft, a second motor connected to the second input shaft, and an output gear provided on the second input shaft.

Abstract: Systems and methods for operating a driveline of a hybrid vehicle are presented. In one example, a boost phase of a procedure to close a driveline disconnect clutch may be cut short in response to an engine changing state from not rotating to rotating so that the engine may be restarted in an alternative way. The system and methods may also predict a degraded engine start from a low engine cranking speed or a long cranking time duration so that the engine may be started in an alternative way to increase a possibility of starting the engine and decrease the severity of degraded driveline disturbance.

Abstract: A method of operating a vehicle is provided. The vehicle includes: an engine; a throttle operator moveable by a driver; a throttle valve regulating airflow to the engine; a continuously variable transmission (CVT) operatively connected to the engine; at least one ground engaging member including at least one of: a wheel and a track; a piston operatively connected to a driving pulley of the CVT for applying a piston force to the driving pulley when actuated and thereby changing an effective diameter of the driving pulley; and a control unit for controlling actuation of the piston and the piston force. The method includes: determining a driven pulley speed of a driven pulley of the CVT; detecting an uphill stand condition indicative of the vehicle being stopped on an uphill; responsive to the detection of the uphill stand condition, controlling the piston force based on the driven pulley speed.

Abstract: A multi-speed transmission including a plurality of planetary gearsets and a plurality of selective couplers to achieve at least ten forward speed ratios is disclosed. The plurality of planetary gearsets may include a first planetary gearset, a second planetary gearset, a third planetary gearset, and a fourth planetary gearset. The plurality of selective couplers may include a number of clutches and a number of brakes. The multi-speed transmission may have four planetary gearsets and seven selective couplers. The seven selective couplers may include three clutches and four brakes.

Abstract: In a torque distribution method for a vehicle, torque is optimally distributed to front and rear wheels of a vehicle by reflecting pitch motion characteristics and longitudinal load movement information of the vehicle in real time. The repetition of wheel slip and the degradation of wheel slip control performance caused by the pitch motion are reduced. The longitudinal load movement of the vehicle is reduced.

Abstract: A method for controlling a transmission of a vehicle includes: determining whether a controller receives an acceleration pedal off signal corresponding to a lift foot up (LFU) shift request signal from an acceleration pedal sensor; determining whether an output signal value of a brake pedal sensor detecting a position value of a brake pedal is less than a brake reference value when the acceleration pedal off signal is received; determining whether a gear shifting progressing rate of the transmission performing a LFU shift in response to the LFU shift request signal is less than a progressing rate reference value when an output signal value of the brake pedal sensor is equal to or greater than the brake reference value; and controlling the transmission to hold the LFU shift when the gear shifting progressing rate of the transmission is less than the progressing rate reference value.

Abstract: Systems and methods for starting an engine of a hybrid vehicle are described. In one example, the method starts an engine according to vehicle conditions that are within a range that is defined by one or more thresholds. The thresholds may be adjusted based on a history of individual driving patterns.

Abstract: Provided is a power drive system for a hybrid power vehicle, including an engine, a hybrid power module, and a dual input shaft speed change mechanism, wherein the hybrid power module consists of a motor, a composite planetary gear mechanism, a clutch, and a brake; the composite planetary gear mechanism is provided with at least four rotating shafts which are respectively connected to a rotor of the motor, a power output shaft of the engine, and a first input shaft and a second input shaft of the dual input shaft speed change mechanism; the brake is disposed on the power output shaft of the engine; and the clutch is disposed between any two of the four rotating shafts of the composite planetary gear mechanism.

Abstract: The transmission control unit includes a gear ratio abnormality determination unit and a limp home control unit. The gear ratio abnormality determination unit is configured to determine that a gear ratio is abnormal when, during travelling at a predetermined gear position, a difference between an actual gear ratio, which is calculated based on a transmission input shaft rotation speed and a transmission output shaft rotation speed, and a set gear ratio at the predetermined gear position is equal to or greater than a set value.

Abstract: A method for operating a hybrid drive assembly for a motor vehicle, which has an internal combustion engine and an electric engine. A separating clutch arranged in drive terms between the internal combustion engine and the electric engine is set to a target clutch torque by at least partially engaging during an attempt to start the internal combustion engine. An actual clutch torque actually transmitted via the separating clutch and a speed of the internal combustion engine are determined during the attempt to start, and if a characteristic value dependent on the actual clutch torque exceeds a threshold value and if an integral of the speed over time continuously falls below a limit value during the attempt to start, the attempt to start is aborted.

Abstract: A transmission is subject to thermal management to prevent damage or failure due to overheating. Sensors can be employed to capture characteristics of a transmission, such as fluid temperature or pressure. Further, a predictive model can be invoked to predict characteristics based on current and future conditions. Characteristics can be compared with a threshold for intervention. A thermal mitigation strategy can be generated and initiated when characteristics satisfy the threshold. The thermal mitigation strategy can specify various actions to dissipate heat, including altering shift control logic and triggering mechanical devices that can increase airflow, reduce air temperature, or both surrounding the transmission.

Abstract: A powertrain for an electric vehicle includes: a planetary gear including a first rotating element, a second rotating element, and a third rotating element, where the first rotating element is connected to a first shaft, the second rotating element is connected to a second shaft, and the third rotating element is connected to a third shaft; a first motor supplying power to the first shaft at all times; and a second motor selectively supplying power to the first shaft and the second shaft. The third shaft is fixedly connected to a transmission housing, and any two shafts among the first, second and third shafts restrain each other.

Abstract: A method of controlling a hybrid-electric vehicle includes determining that a slow-down condition of the hybrid-electric vehicle comprises a reduction in speed of the hybrid-electric vehicle that is greater than or equal to a threshold. The method also includes modifying transmission shifting points in a regenerative braking mode to rotate an electric machine of the hybrid-electric vehicle above an engine start limit. The method also includes, in response to receiving an indication of an end of the slow-down condition, causing rotation of the electric machine above the engine start limit to trigger starting an engine of the hybrid-electric vehicle.

Abstract: The lock-up control unit is configured to: in a case where the normal mode is selected, disengage the lock-up clutch when a vehicle speed decreases and reaches a first vehicle speed while the vehicle is traveling in a state where the lock-up clutch is engaged, in a case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a second vehicle speed in a brake operation OFF state while the vehicle is traveling in the state where the lock-up clutch is engaged, in the case where the eco mode is selected, disengage the lock-up clutch when the vehicle speed decreases and reaches a third vehicle speed in a brake operation ON state while the vehicle is traveling in the state where the lock-up clutch is engaged, and set the third vehicle speed to a vehicle speed lower than the first vehicle speed, and set the second vehicle speed to a vehicle speed higher than the first vehicle speed.

Abstract: An acceleration method for a hybrid drivetrain includes providing the hybrid drivetrain, setting an initial torque transmission ratio of a belt-drive transmission to a lower transmission ratio, and opening a first disconnect clutch to interrupt torque transmission between an internal combustion engine and an electric machine. The method also includes receiving an acceleration command, shifting the torque transmission ratio with a transmission adjustment gradient from the lower transmission ratio towards an upper transmission ratio, increasing a rotor speed of a rotor shaft of the electric machine with a rotor shaft adjustment gradient, and engaging a first disconnect clutch to rotate an ICE shaft to start the internal combustion engine and increase a rotational speed of the ICE shaft towards a current rotor speed.

Abstract: Aspects of the present invention relate to a control module (15) for a vehicle powertrain. The powertrain comprises a transmission (14), an engine (12) and an electric machine (16). The control module (15) is configured to receive an input indicative of a requested upshift and in response to the received signal the control module (15) increases the torque output of the engine (12) prior to the start of the torque phase (20). As the torque output of the engine (12) increases the control module (15) decreases the torque output of the electric machine (16) such that a constant wheel torque is applied to the wheels (18) during the torque phase (20) of the upshift.

Abstract: A method of operating a motor vehicle. A request for coupling a power take-off is detected. It is checked (12) whether relevant boundary conditions for coupling the power take-off are fulfilled. If the boundary conditions are fulfilled, a system pressure for actuating the power take-off clutch is built up (16). It is checked (18) whether sufficient system pressure to actuate the power take-off clutch has been built up. When sufficient system pressure has sufficiently been built up, a confirmation signal is produced (20). In reaction to the confirmation signal, a driving transmission control unit is modified (34) in order to actuate the at least one shifting element of the driving transmission with a higher actuation pressure than with an unmodified driving transmission control unit.

Abstract: A vehicle control apparatus includes a planetary gear mechanism, first and second wheels, an engine, a motor generator, a wheel drive clutch, and a control system. The planetary gear mechanism includes first, second, and third rotation elements. The first wheel is coupled to the first rotation element via a first path. The second wheel is coupled to the second rotation element via a second path. The engine is coupled to the third rotation element via a third path. The motor generator is provided on the first path. The wheel drive clutch is provided on the first path and between the motor generator and the first wheel. The control system controls the motor generator and the wheel drive clutch. The control system executes a motor stop mode in which the wheel drive clutch is brought into a released state and the motor generator is brought into a rotation stop state.

Abstract: A control apparatus for a vehicle is configured to be applied to a hybrid vehicle that includes an electric motor and an engine that are coupled to a drive wheel. The control apparatus includes a transmission mechanism and a torque processor. The transmission mechanism is to be provided between the engine and the drive wheel, and configured to switch between a plurality of fixed gear ratios to perform a shift. The torque processor is configured to temporarily decrease a torque of the electric motor and a torque of the engine upon execution of an upshift of the transmission mechanism, and configured to decrease, before the execution of the upshift of the transmission mechanism, a proportion of the torque of the electric motor to a drive wheel torque of the drive wheel as compared with a recent proportion of the torque of the electric motor to the drive wheel torque.