Abstract: As a control mode for determining the torque distribution, set is either an in-phase mode in which respective positive and negative of output torque of the motors coincide with each other, or an out-of-phase mode in which the respective positive and negative of the output torque of the motors are different from each other. A distribution adjustment control is executed to adjust the torque distribution when the control mode is mutually transitioned between the in-phase mode and the out-of-phase mode. In the distribution adjustment control in a free running period of first output torque whose positive and negative are inverted at a time of transitioning the control mode, second output torque whose positive and negative are not inverted is adjusted to approach the total requested torque.

Abstract: As a control mode for determining the torque distribution, set is either an in-phase mode in which respective positive and negative of output torque of the motors coincide with each other, or an out-of-phase mode in which the respective positive and negative of the output torque of the motors are different from each other. A distribution adjustment control is executed to adjust the torque distribution when the control mode is mutually transitioned between the in-phase mode and the out-of-phase mode. In the distribution adjustment control in a free running period of first output torque whose positive and negative are inverted at a time of transitioning the control mode, second output torque whose positive and negative are not inverted is adjusted to approach the total requested torque.

Abstract: A hybrid vehicle includes an internal combustion engine, an electric-power generator, an electric motor and a transmission device. The transmission device includes an input gear, an output gear, an intermediate gear, a case and a connection-disconnection device. The connection-disconnection device is configured to switch between connecting and disconnecting a path along which the drive force is inputted to the input gear. The intermediate gear has a rotational center that is positioned lower in a vertical direction than a straight line that links a rotational center of the input gear and a rotational center of the output gear as seen from an axial direction, which is a direction parallel to the rotational axis of the intermediate gear.

Abstract: A power transmission device has a generator driven an internal combustion engine and a drive motor driven by the generator. The power transmission device further has a first clutch mechanism, a second clutch mechanism and a shift cam mechanism. The shift cam mechanism is actuated by a mode actuator to engage and disengage the first and second clutch mechanisms. The first clutch mechanism connect or disconnect power transmission between the drive motor and the drive wheel. The second clutch mechanism connect or disconnect power transmission between the internal combustion engine and the drive wheel. The shift cam mechanism has a first cam groove and a second cam groove that have a first series mode position, a parallel mode position, an internal combustion engine direct connection mode position, a neutral mode position, and a second series mode position, which are provided in that order.

Abstract: A vehicle drive apparatus includes an internal combustion engine, an electric-power-generating-motor gear train, a drive gear, a driven gear, a differential, a low clutch and a high clutch. The electric-power-generating-motor gear train and the driven gear are arranged on a first plane. The drive gear, the driven gear, and the differential are arranged on a second plane. The low clutch and the high clutch are arranged on a third plane.

Abstract: An engine transmission is provided with an interference member that is configured to interfere with one of a low-gear clutch sleeve and a high-gear clutch sleeve so that when one of the low-gear clutch sleeve and the high-gear clutch sleeve is at an engagement position, the other one of the low-gear clutch sleeve and the high-gear clutch sleeve cannot move to an engagement position.

Abstract: A power transmission device has a generator driven an internal combustion engine and a drive motor driven by the generator. The power transmission device further has a first clutch mechanism, a second clutch mechanism and a shift cam mechanism. The shift cam mechanism is actuated by a mode actuator to engage and disengage the first and second clutch mechanisms. The first clutch mechanism connect or disconnect power transmission between the drive motor and the drive wheel. The second clutch mechanism connect or disconnect power transmission between the internal combustion engine and the drive wheel. The shift cam mechanism has a first cam groove and a second cam groove that have a first series mode position, a parallel mode position, an internal combustion engine direct connection mode position, a neutral mode position, and a second series mode position, which are provided in that order.

Abstract: A vehicle drive apparatus includes an internal combustion engine, an electric-power-generating-motor gear train, a drive gear, a driven gear, a differential, a low clutch and a high clutch. The electric-power-generating-motor gear train and the driven gear are arranged on a first plane. The drive gear, the driven gear, and the differential are arranged on a second plane. The low clutch and the high clutch are arranged on a third plane.

Abstract: An engine transmission is provided with an interference member that is configured to interfere with one of a low-gear clutch sleeve and a high-gear clutch sleeve so that when one of the low-gear clutch sleeve and the high-gear clutch sleeve is at an engagement position, the other one of the low-gear clutch sleeve and the high-gear clutch sleeve cannot move to an engagement position.

Abstract: A hybrid vehicle includes an internal combustion engine, an electric-power generator, an electric motor and a transmission device. The transmission device includes an input gear, an output gear, an intermediate gear, a case and a connection-disconnection device. The connection-disconnection device is configured to switch between connecting and disconnecting a path along which the drive force is inputted to the input gear. When viewed from a direction long a rotational axis, a rotational axis of an intermediate gear is positioned vertically higher than a straight line that links a rotational axis of the input gear and a rotational axis of the output gear.

Abstract: A hybrid vehicle includes an internal combustion engine, an electric-power generator, an electric motor and a transmission device. The transmission device includes an input gear, an output gear, an intermediate gear, a case and a connection-disconnection device. The connection-disconnection device is configured to switch between connecting and disconnecting a path along which the drive force is inputted to the input gear. The intermediate gear has a rotational center that is positioned lower in a vertical direction than a straight line that links a rotational center of the input gear and a rotational center of the output gear as seen from an axial direction, which is a direction parallel to the rotational axis of the intermediate gear.

Abstract: A hybrid vehicle includes an internal combustion engine, an electric-power generator, an electric motor and a transmission device. The transmission device includes an input gear, an output gear, an intermediate gear, a case and a connection-disconnection device. The connection-disconnection device is configured to switch between connecting and disconnecting a path along which the drive force is inputted to the input gear. When viewed from a direction long a rotational axis, a rotational axis of an intermediate gear is positioned vertically higher than a straight line that links a rotational axis of the input gear and a rotational axis of the output gear.

Abstract: A drive system is provided with a first motor generator as a power source, and a multistage gear transmission for changing the speed of output from the first motor generator and transmitting the output to drive wheels. The multistage gear transmission has a plurality of engagement clutches as shifting elements that are meshingly engaged upon movement from a disengaged position. This hybrid vehicle is provided with a start control device where, when a start clutch has been engaged while the vehicle is stopped, the start control device maintains the engagement of the start clutch for a duration that includes when the vehicle is stopped and until the next vehicle start.

Abstract: A hybrid vehicle start control device is provided for a hybrid vehicle that ensures an EV reverse starting intended by a driver, even when an engagement command is issued to an engagement clutch that selects an ICE gear shift stage, when carrying out EV reverse starting. In this hybrid vehicle, a multistage gear transmission includes an EV shift actuator that selects an EV gear shift stage, and ICE shift actuators that select an ICE gear shift stage. A starting controller operates the EV electric actuator to select EV 1st of the multistage gear transmission at a time of starting, and that carries out an EV starting using the first motor/generator. At a time of an EV reverse starting, the starting controller carries out a control to the operating positions of the ICE shift actuators that prevent the selection of the ICE gear shift stage by the ICE shift actuators.

Abstract: A vehicle transmission control device is provided in a vehicle having a gear type transmission capable of selecting a plurality of gear shift patterns, and an electric oil pump for supplying lubricating oil to a gear-shifting mechanism. The vehicle transmission control device includes a transmission controller that selects a path having a small load on the lubricated parts from among the plurality of power transmission paths upon detecting a malfunction has occurred in the oil pump to prevent seizing of lubricated parts and damage to gear-shifting mechanism if a malfunction occurs in the oil pump.

Abstract: A power generation control device is provided for a hybrid vehicle that prevents unintended engagement of a released engagement clutch during idle power generation. An internal combustion engine is operated during idle power generation so that the input-output differential rotation speed of engagement clutches for selectively connecting an electric motor and/or the internal combustion engine to the drive wheel becomes a value greater than or equal to a rotation difference threshold value at which the engagement clutches are not engaged.

Abstract: A mode transition control device is provided for a hybrid vehicle. The mode transition control device reduces a sensation of discomfort that may be imparted to a driver at a time of a mode transition from a series traveling mode to a parallel traveling mode during traveling. During mode transition from the series traveling mode to the parallel traveling mode in a hybrid vehicle, a gear shift stage is selected such that a rotational speed change amount of an internal combustion engine accompanying mode transition is less than or equal to a predetermined threshold value.

Abstract: A mode transition control device a hybrid vehicle has a transmission control unit that prevents a second power generation system from overheating while traveling in a series HEV mode. When a battery is at a power generation request threshold value or lower, the vehicle travels in a “series HEV mode,” in which the first electric motor is utilized as a drive source and receives electrical power from the second motor/generator and the battery. The transmission control unit controls the traveling mode to transition from the “series HEV mode” to a “parallel HEV mode” when the vehicle speed has reached a switchover vehicle speed. When a temperature rise of the second power generation system is predicted while traveling in the “series HEV mode,” the transmission control unit changes the switchover vehicle speed to a slower switchover vehicle speed that was used prior to a determination of the temperature rise.

Abstract: A starting control device is provided for an electrically driven vehicle having an electric motor and an internal combustion engine as drive sources and a transmission shifts and transmits an output of the electric motor to a drive wheel. The starting control device is configured to suppress an abrupt increase in the rotation of the electric motor at the time of an EV start of the vehicle from a released state of a starting dog clutch. In the electrically driven vehicle, an EV start is carried out by transmitting the output of the first motor/generator (MG1) to the drive wheel via a starting dog clutch that is meshingly engaged. The output of the first motor/generator is limited until the starting dog clutch comes into a meshed state in which the transmission transmits drive power at the time of start from a released state of the starting dog clutch.

Abstract: A hybrid vehicle start control device is provided for a hybrid vehicle that ensures an EV reverse starting intended by a driver, even when an engagement command is issued to an engagement clutch that selects an ICE gear shift stage, when carrying out EV reverse starting. In this hybrid vehicle, a multistage gear transmission includes an EV shift actuator that selects an EV gear shift stage, and ICE shift actuators that select an ICE gear shift stage. A starting controller operates the EV electric actuator to select EV 1st of the multistage gear transmission at a time of starting, and that carries out an EV starting using the first motor/generator. At a time of an EV reverse starting, the starting controller carries out a control to the operating positions of the ICE shift actuators that prevent the selection of the ICE gear shift stage by the ICE shift actuators.