Abstract: A hybrid transmission is configured to transfer mechanical power to an output member and includes an input member, an output member, and a transmission case circumscribing first and second differential gear sets, each differential gear set including a plurality of meshingly engaged rotatable elements. The first differential gear set is configured with four nodes for transferring mechanical power, and the second differential gear set is configured with three nodes for transferring mechanical power. Two of the four nodes of the first differential gear set are continuously interconnected to two of the three nodes of the second differential gear set. A first torque transfer clutch is configured to selectively connect the input member to an internal combustion engine. First and second brake devices are configured to selectively interconnect elements of the first and second differential gear sets, the transmission case, the input member, and the output member.

Abstract: A drive apparatus for a vehicle includes a differential action limiting device for selectively switching a differential device in a differential state and a locked state, with the differential device and the differential action limiting device being disposed between a first electric motor and a second electric motor.

Abstract: A construction machine comprises an electric motor/generator coupled to an electricity accumulator, an engine, a transmission coupled to drive wheels, an epicyclic gearing for coupling an output shaft of the electric motor/generator, an output shaft of the engine, and an input shaft of the transmission, the engine torque and/or the generator torque being transmitted to drive wheels, a clutch for directly coupling two among the output shaft of the electric motor/generator, the output shaft of the engine, and the input shaft of the transmission, and a controller configured to, under a condition in which the clutch is in an off-state, control engine speed based on the degree to which the accelerator is open and on the amount of electricity in the electricity accumulator, to control shifting of the transmission gear position based on the accelerator opening degree, operational state of the generator, and the electricity amount.

Abstract: When an engine is driven on a different type of fuel (for example, ethanol-containing fuel) from a reference fuel (for example, gasoline) and the engine torque is thus greater than that produced when the engine is driven on the reference fuel, a differential state control device expands a non-differential range compared to that at the time when the reference fuel is used. Thus, in the case where a plurality of types of fuel including the reference fuel are supplied to the engine, the advantage of switching a power distribution mechanism between a differential enabled state and a non-differential state can be fully utilized in correspondence with engine torque characteristics which may vary in accordance with the type of fuel for the engine. As a result, the fuel consumption rate can be reduced in correspondence with the plurality of types of fuel supplied to the engine, for example.

Abstract: It is provided a control apparatus for a vehicle provided with an electric motor power source, an inverter, an electric motor, an inverter smoothing capacitor, and a step-variable automatic transmission, the control apparatus being configured to implement a torque reduction control, and to implement a torque reduction limitation control to limit reduction of an output torque of the electric motor to within a range in which a terminal voltage of the inverter smoothing capacitor will not exceed a predetermined withstanding voltage of the inverter and to limit the reduction of the output torque by limiting an amount of change of the output torque per unit time during the reduction of the output torque in the torque reduction control, to within a predetermined torque reduction rate limiting range, and wherein the torque reduction rate limiting range is determined upon initiation of a shifting action of the automatic transmission.

Abstract: A vehicle includes a traction motor, a transmission, a speed encoder for the motor, and a control system. The control system compensates for angular wobble in an encoder signal. The control system receives, via a hybrid control processor (HCP), the encoder signal from the speed encoder, and determines a set of wobble characteristics of the encoder signal below a threshold motor speed. The control system also calculates a wobble-compensated speed value via the HCP using the wobble characteristics, and uses the wobble-compensated speed value as at least part of the input signals when controlling the motor. A lookup table tabulates a learned wobble value relative to the angular position value, and a learned wobble value is subtracted from a current angular wobble value to generate an error-adjusted wobble value. A method compensates for wobble in the encoder signal using the above control system.

Abstract: An arrangement for supplying power to a system includes a first electric drive unit constructed to supply mechanical power to or receive mechanical power from a first coupled system of machines and a second electric drive unit constructed to supply mechanical power to or receive mechanical power from a second coupled system of machines. The first and second coupled system of machines are constructed to receive mechanical power or mechanical energy or to supply mechanical power or mechanical energy. The arrangement further includes a first kinetic energy storage device having a first electrical energy exchange machine which is electrically connected to the first electric drive unit, and a second kinetic energy storage device having a second electrical energy exchange machine which is electrically connected to the second electric drive unit. The first kinetic energy storage device is coupled to the second kinetic energy storage device.

Abstract: An operation point of the engine where the fuel economy is optimal is obtained based on an iso-fuel-economy curve which is defined by engine speed and engine torque. Each of the operation points is connected to each other to form an efficiency characteristic line on which the demand operation point is computed. When the operation point of the engine is moved in a direction in which the fuel economy is improved, the moving speed of the operation point is increased so that the operation point rapidly moves to the point of high fuel economy as soon as possible. Contrary, when the operation point moves in a direction where the fuel economy is deteriorated, the moving speed of the operation point of the engine is decreased so that the operation point can be moved toward the point of low fuel economy as slow as possible.

Abstract: A drive train for a motor vehicle, which has a first and a second axle. The drive train has a first drive unit for permanently driving the first axle and an electric drive unit, which is arranged in the region of the second axle and has an electric motor. A shift clutch package contains a first shift clutch for setting up a first transmission ratio and a second shift clutch for setting up a second transmission ratio between the electric motor and an output of the electric drive unit. The electric drive unit is arranged parallel to an input shaft of a transverse differential of the second axle.

Abstract: A method for controlling the operation of a generator connected to an electrical energy storage unit in a vehicle power train. An engine is connected to a drive shaft of the vehicle through a transmission and with an interrupting device with which the transmission of torque from the engine to the drive shaft is interruptible. When the transmission of torque between the engine and the drive shaft is interrupted the generator is driven from the drive shaft.

Abstract: A hybrid input differential engine system comprising a planetary gear set. Preferably, an ICE is connected to the planet gear carrier, the output shaft is connected to the ring gear, and the sun gear is connected to a supercharger/expander and an electric or hydraulic motor/generator. As engine torque increases, the supercharger speeds up, increasing torque still further, enabling a small displacement engine to have very high torque at low RPM. In cruise conditions, the sun gear direction is reversed by the motor/generator, causing the supercharger to act as an expander for efficiently throttling the engine. The motor/generator modulates the speed/torque relationships between the engine and the supercharger/expander. A second motor/generator may be used on the output shaft. The electric machines and electric storage may be downsized because less electrical power is needed for the operation of the system.

Abstract: Rotation-stop determining portion queries as to whether the first rotary element is lowered in a rotation speed to be stopped during an engine drive mode. If the answer is YES and differential-portion rotation speed determining portion makes a positive determination, then engaging-element control-executing portion executes engaging element control. This allows a third rotary element of the differential portion, connected to drive wheels via an engaging element of an automatic shifting portion, to approach a state available to freewheel. This prevents a second rotary element and a first electric motor from reaching high-speed rotations caused by a decrease in rotation speed of the first rotary element in a stop direction and a differential action of the differential portion. This enables the prevention of a durability decrease of a power distributing mechanism and the first electric motor.

Abstract: A control system for a drive unit of a hybrid vehicle, which is capable of preventing an uncomfortable feeling, when a vehicle is driven by a power of an electric motor. The control system includes an electric motor, another power unit other than the electric motor, and a transmission, including a speed change inhibiting mechanism for inhibiting a speed change operation of the transmission in case the vehicle is run by a power of the electric motor.

Abstract: A hybrid drive device includes an input member connected to an engine; an output member connected to a wheel; a first rotating electrical machine; a second rotating electrical machine connected to the output member; and a differential gear device including at least four rotational elements. The input member, the output member, and the first rotating electrical machine are respectively connected to different rotational elements of the differential gear device. The output member is capable of selectively connecting to one of two rotational elements of the differential gear device to which neither the input member nor the first rotating electrical machine is connected.

Abstract: A control method of the torque of a road vehicle having a powertrain system provided with an engine and a driveline which transmits the torque generated by the engine to the road surface; the method contemplates the steps of: determining a target torque; modeling the powertrain system as a single physical component which presents a characteristic mechanical inertia and a characteristic torsional elasticity; determining a current load torque of the vehicle; determining a target torsion of the powertrain system according to the target torque and the current load torque; determining a current torsion of the powertrain system and a current torsion speed of the powertrain system; determining a requested torque on the basis of the energy balance according to the target torsion, the current torsion, the current torsion speed, and the current load torque; and using the requested torque on the basis of the energy balance to control the torque generation of the engine.

Abstract: A control device for hybrid vehicle drive apparatus has a differential mechanism operative to perform a differential action and an electric motor. The control device prevents a second electric motor from reaching a high-speed rotation with a likelihood of degradation occurring in durability of the second electric motor when a “D” position is switched into an “N” position during a running of a vehicle. When a shift lever (49) is shifted into the “N” position during the vehicle running to interrupt a power transmitting path of an automatic shifting portion (20), a differential action of a power distributing mechanism (16) is limited. A limited differential action suppresses increases in rotation speeds of rotary members such as a clutch or a brake of the automatic shifting portion (20), a second electric motor (M2) and a differential-portion planetary gear (P0) or the like. Thus, degradation in durability of such rotary members due to high-speed rotations thereof can be minimized.

Abstract: An electro-mechanical drive train for a hybrid electric vehicle. The electro-mechanical drive train includes a housing and a pinion shaft having a first end disposed within the housing and a second end in communication with a combustion engine. A differential is disposed within the housing and in combination with the end of the pinion shaft. An electric motor is also disposed within the housing and in actuating combination with the pinion shaft.

Abstract: A hybrid vehicle is provided with an engine, as well as a transmission having a motor/generator, a stationary member, and a planetary gear set. The engine and the motor/generator are separately selectively connectable to one of the drive axle assemblies by engagement of different ones of the torque-transmitting mechanism to transfer torque to that drive axle assembly. One or both of the engine and the motor/generator is also selectively connectable to the other drive axle assembly by engagement of another one of the torque-transmitting mechanisms to transfer torque to the other of drive axle assembly.

Abstract: A work machine includes an internal combustion (IC) engine having an output, and an infinitely variable transmission (IVT) coupled with the IC engine output. The IVT includes a hydraulic module and a mechanical drivetrain module. A pressure transducer is associated with and provides an output signal representing a hydraulic pressure within the hydraulic module. At least one electrical processing circuit is configured for controlling the IC engine output, dependent upon the output signal from the pressure transducer.

Abstract: A hybrid drive system includes an input member connected to an engine; an output member connected to a wheel; a first rotating electric machine; a second rotating electric machine; a differential gearing; a controller that controls the first rotating electric machine and the second rotating electric machine; and an electric power supplier that supplies the first rotating electric machine and the second rotating electric machine with electric power.

Abstract: A parallel hybrid vehicle includes a heat engine, a transmission including an input and an output, and an electrical device. The transmission input is coupled to the engine and the transmission output is coupled to the electrical device such that substantially all of the torque generated by the heat engine is channeled through the transmission to the electrical device, and a differential, the electrical device coupled to the differential such that during a first mode of operation the electrical device functions as a motor to receive substantially all the torque generated by the engine through the transmission, and such that during a second mode of operation the electrical device functions as a generator to receive substantially all the torque generated by the vehicle through the differential. A method of retrofitting a vehicle is also provided.

Abstract: A hybrid vehicle 20 sets a tentative limit value Win0 of determining a fuel increase relation with respect to a selected gearshift position SP for driving (S220, S230, S350), and performs increasing correction of a fuel injection amount according to either a first OT increase factor setting map or a second OT increase factor setting map that is enabled based on a relation of an input limit Win of the battery 50 to the tentative limit value Win0. Prohibition of fuel cutoff may be cancelled, based on a relation of the input limit Win to a driving force demand in an accelerator-off state set at the selected gearshift position SP. Even in this case, the increasing correction enables temperature regulation of an exhaust gas purification catalyst, with a view to controlling deterioration of the exhaust gas purification catalyst in an actual fuel cutoff condition after cancellation of the prohibition of the fuel cutoff.

Abstract: When a sub transmission mechanism is switched to the LO-side gear stage, a hybrid control unit executes a control operation such that vehicle speed does not exceed limit vehicle speed determined in advance in accordance with the transmission gear ratio of LO-side gear stage. Specifically, the hybrid control unit reduces at least one of the driving torque generated by the engine and the second motor generator, so that rotation speed of the second motor generator does not exceed tolerable rotation speed. Further, the hybrid control unit reduces at least one of the driving torque generated by the engine and the second motor generator when any of temperatures respectively detected by temperature sensors exceed corresponding upper limit temperatures.

Abstract: An ECU calculates a drive torque request value Td0 (S102) when a creep torque generation condition is satisfied (YES in S100), calculates a creep torque reflection rate Kcrp using a gear rattle prevention map instead of an ordinary map (S110) when a vehicle speed V is substantially zero and an engine is in a load drive state (YES in S106 and NO in S108) while a forward drive range is being selected (YES in S104), and calculates a product of Td0 and Kcrp as a creep torque request value Tp (S114). The ordinary map is a map decreasing Kcrp to 0 with increase in brake torque, and the gear rattle prevention map is a map decreasing Kcrp to a predetermined value larger than 0 with increase in brake torque.

Abstract: A method and system for boosting a torque output of a drive train comprises an engine speed detector for detecting an engine speed of an engine having a baseline torque versus engine speed curve. A data processor determines if the detected engine speed is within a first range of engine speeds, if the detected engine speed is within the first range, the electric motor is activated to rotate substantially synchronously with the engine speed within the first range in an electric propulsion mode in accordance with a supplemental torque versus engine speed curve. The supplemental torque versus engine speed curve intercepts the baseline torque versus engine speed curve at a lower engine speed point and a higher engine speed point.

Abstract: A vehicle has an internal combustion engine (ICE) and a electric traction motor (ETM) coupled by a standard transmission through a differential to drive traction wheels. A control system receives sensor signals including speed sensors, a load sensor, and an incline sensors. The control system processes the speed signals to generate indicator signals corresponding to speed of the ETM, the vehicle speed, the shifting gears and the speed of the transmission output shaft. One or more displays present indications of when the speed of a shifting gear corresponding to the speed of the ETM matches the speed of the vehicle thus the speed of the transmission output shaft. An operator may shift, without clutching, from neutral and to a next shifting gear when there is an indication that the speed of the next shifting gear matches the speed of a shifting collar coupled to the transmission output shaft.

Abstract: A control apparatus for a vehicular drive system including an electrically controlled differential portion having a differential mechanism, and an electric motor which is operatively connected to the differential mechanism and an operating state of which is controlled to control a differential state between input and output shaft speeds, and a transmission portion constituting a part of a power transmitting path between the differential portion and a vehicle drive wheel, the control apparatus including a differential-state switching portion for switching the differential portion between differential-state and non-differential states, a shifting control portion for controlling a shifting action of the transmission portion, and a learning control portion for effecting learning compensation of a control amount of a control element to be controlled during the shifting action, wherein the learning control portion includes a differential-state learning control portion operable to implement the learning compensation

Abstract: In a hybrid vehicle, an ECU performs speed-change control and selectively changes a speed-change mode between a stepless speed-change mode and a fixed speed-change mode in accordance with the travel condition of the hybrid vehicle. At this time, in the condition that the fixed speed-change mode is selected, if an accelerator off operation is performed, a release preparing process is performed, and a reaction element which receives the reaction torque of engine torque in a power dividing mechanism is changed to a sun gear on a motor generator side. Moreover, if an accelerator off speed or a brake pedal operation amount exceeds its own reference value, the speed-change mode is transferred into the stepless speed-change mode, predictively and unconditionally, before a normal speed-change condition is met.

Abstract: An apparatus and method are provided to execute synchronous shifting in a powertrain system having multiple torque-generative devices each operable to independently supply motive torque to the transmission device. The exemplary transmission device comprises a two-mode, compound-split, hybrid electro-mechanical transmission. Operation includes operating in an initial fixed gear ratio, operating the transmission in a mode operation, and, operating the transmission in a final fixed gear ratio. The control system reduces reactive torque of a clutch activating the initial gear, and deactivates the first torque-transfer device when the reactive torque is less than a predetermined value. It determines that speed of an input shaft to the transmission is substantially synchronized with a rotational speed of the second torque-transfer device, and actuates the second torque-transfer device.

Abstract: A motorized vehicle that is capable of operating in a mode in which motive power is being supplied wholly or partially from electric power is provided with an exterior indicator showing this mode of operation to other vehicle operators. In this way other drivers are alerted to the fact that the vehicle is under electric power and is not likely to be accelerated, particularly uphill.

Abstract: A hybrid drive apparatus includes a drive apparatus input shaft that is connected to an engine; a rotary electric machine; a transmission that is capable of changing a speed of rotation from a transmission input shaft and outputting a resulting rotation to a transmission output shaft, an output mechanism that connects the transmission output shaft and drive wheels; a drive transfer mechanism that links a rotor of the rotary electric machine and the transmission input shaft; and a clutch that enables interrupting and connecting of drive power between the drive apparatus input shaft and the transmission input shaft, wherein the drive transfer mechanism includes a speed reduction mechanism that reduces a rotation speed from the rotary electric machine and transmits a resulting rotation to the transmission input shaft.

Abstract: An electrically-variable transmission is provided with input member and output member, first and second motor/generators, a first planetary gear set and a final drive gearset. Two or three torque-transmitting mechanisms that are selectively engagable alone or in different combinations to establish at least one forward electric-only operating mode including a series mode, an output split mode, and at least one neutral mode including a purely neutral mode and a neutral battery charge mode. The transmission optionally includes a one-way clutch selected from the group of friction clutch and dog clutch, or is a lockable one-way clutch, for enabling low loss forward operation, regenerative braking functionality, and/or reverse vehicle operation.

Abstract: There is described hybrid powertrain operation and control. Preferred power flows from an engine to an electro-mechanical transmission and from an energy storage system to an electric machine are determined based upon an operator torque request. Operation of the engine, the electric machine, and the electro-mechanical transmission are controlled to substantially meet the operator torque request. Actual power flow from the energy storage device is monitored. The power flow from the engine is adjusted based upon a difference between the actual and preferred power flows from the energy storage device.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: A hybrid vehicle is provided with a first transmission passage for transmitting driving force of an engine to driving wheels and a second transmission passage for transmitting driving force of a driving motor to the driving wheels, and driven by selectively using or in combination of the first transmission passage and the second transmission passage. The hybrid vehicle includes: a first input gear for inputting the driving force of the engine; a second input gear for inputting the driving force of the driving motor; and an idle gear meshed with the first input gear and the second input gear, and transmitting at least one of the driving force of the engine and the driving force of the driving motor toward the driving wheels. The driving force to be input from at least one of the first input gear and the second input gear is transmitted to the driving wheels via the idle gear and the final differential gears.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A double clutch for a hybrid drive of a motor vehicle, has an input shaft that can be driven by an internal combustion engine, and an output shaft that is connected to a transmission. An intermediate shaft extends coaxially to the output shaft and can be driven by an electric motor. The input shaft and the intermediate shaft can be coupled together by a first clutch of the double clutch. The intermediate shaft and the output shaft can be coupled together by a second clutch of the double clutch.

Abstract: A vehicular drive system which includes a first electric motor, a power distributing mechanism (first gear device), a second electric motor, and a step-variable automatic transmission (second gear device), and in which the first electric motor and the power distributing mechanism constitute a first unit, while the second electric motor and the automatic transmission constitute a second unit, and wherein the power distributing mechanism has an output shaft, and the automatic transmission has an input shaft which is connected to the output shaft, whereby a drive force can be transmitted between the first unit and the second unit. The individually prepared first unit and the second unit are assembled together into the vehicular drive system such that the output shaft of the power distributing mechanism and the input shaft of the automatic transmission are connected to each other. Accordingly, the drive system has an improved efficiency of assembling.

Abstract: When first and second ignition switches are turned from on to off, a first or second CPU determines whether an abnormality has occurred in an electronically controlled brake system. When the first or second CPU determines that an abnormality has occurred, the first and second CPUs immediately turn off first and second main relays, respectively. When both the first and second CPUs determine that operation is normal and an occupant detection switch is off, the first and second CPUs keep the first and second main relays on for a predetermined period of time as a self-maintaining process during normal operation. In this self-maintaining process during normal operation, the period during which the first and second main relays are kept on is changed according to the voltage of a vehicle battery.

Abstract: A transmission system comprising two degrees-of-freedom compound planetary gear train with two conjoined planetary gear trains and four torque-transfer devices. The different combinations of states of various torque-transfer devices yield multiple modes of operation. The planetary gear train allows the addition of power of two prime-movers to drive the load. Additionally, the transmission system can split the power from one prime-mover into requirements of the energy storage system while catering to the output needs. This limits the re-circulating power to a fraction of the input power. Other advantage of the transmission is that it provides a high overdrive ratio, which permits regeneration even at moderate speeds. The transmission obviates the need for a torque converter. The transmission can operate as multi-speed, fully automatic.

Abstract: A vehicle's active electrically controlled non-step speed change mechanism includes an internal combustion engine, a dynamo (motor-generator), a power allotment unit and an active electrically controlled non-step speed changer to control vehicle able to run in the best condition notwithstanding its speed, roadway condition or load thereby achieving the aim of fuel saving and minimizing the environmental contamination due to excess discharge of exhaust gas.

Abstract: A power-branched transmission having a plurality of transmission ratio ranges and having a continuously variable transmission ratio. The transmission includes at least one drive shaft operatively connected to an engine with a rotationally fixed connection, a power divider, a variable speed drive, and an output shaft. The power divider is a planetary gear train and the drive shaft is directly coupled with the internal ring gear of the planetary gear train. Also disclosed is a shift system for such a transmission and a variable speed drive unit clutch arrangement.

Abstract: A driving apparatus for a hybrid vehicle that includes an input shaft linked to an engine; a generator; a motor; a differential gear device including a first gear element linked to a rotary shaft of the generator, a second gear element linked to the input shaft, and a third gear element that transmits power to a drive shaft; and a counter gear that is linked to the third gear element of the differential gear device and drive-linked to the motor.

Abstract: The invention concerns a hybrid drive chain of a vehicle (1) comprising a heat engine (2) connected to a mechanical assembly (4) including a gearbox (5) coupled with a differential (6) itself coupled with the driven wheels (7G, 7D) of the vehicle (1) by their respective axle shafts (8G, 8D), and at least one electrical machine (3) including a stator (10) and a rotor (11), cooperating with the heat engine (2) via the mechanical assembly to provide heat and/or hybrid traction to the driven wheels (7G, 7D). The invention is characterized in that the electrical machine (3) is arranged between the differential (6) and one of the driven wheels (7D), by surrounding the axle shaft (8D) connecting the driven wheel (7D) to the differential (6).

Abstract: In a motor vehicle having an internal combustion engine driving a front final drive unit connected to a pair of front wheels and a pair of rear wheels 21 driven through the rear final drive unit 18 by a longitudinal propshaft 19, the rear final drive unit 18 houses a transversely arranged electric motor/generator 35. The motor/generator 35 has a hollow rotor 36 which is connected to a spur input gear 64 of a layshaft reduction gear train 65 through a hollow shaft 37. This input gear 64 meshes with a large diameter spur gear 66 fixed on a layshaft 67 which also has a small diameter spur gear 68 fixed on it. The small diameter spur gear 68 meshes with a large diameter driving gear 69 fast with a differential 28 which drives the rear wheels by means of the drive shafts 22, one of which extends concentrically through the rotor 36 and the hollow shaft 37.

Abstract: The present invention provides a control device for a vehicular drive apparatus with a structure of enabling the suppression of gearshift shock occurring during concurrent shifting executed of a first shifting portion and a second shifting portion. When the concurrent shifting are executed around the same time in which a down shift in one of a differential portion (first shifting portion) and an automatic shifting portion (second shifting portion) and an upshift in the other of them are executed, a first electric motor is caused to control a rotation speed of a second rotary element (sun gear). Thus, a shifting progress state upon the concurrent shifting is controlled. This causes shifting directions i.e., variation of the engine rotation speed in shifting of a shifting mechanism to be set in a unidirectional, enabling the suppression of gearshift shock.

Abstract: A hybrid drive, in particular, for a motor vehicle, includes: an internal combustion engine and a transmission disposed on the output side of the internal combustion engine, which transmission is drivable by the internal combustion engine; and an electric motor associated with the transmission having an electrically driven rotor through which the transmission is additionally drivable. The transmission includes an input shaft that is driven by the internal combustion engine and runs in the longitudinal direction of the transmission, an output shaft to drive a machine disposed on the output side of the transmission, or drive wheels in the case of a vehicle, and a plurality of manually or automatically shiftable gear stages to set the various gear ratios between the input shaft and the output shaft. The electric motor at its longitudinal axis and/or rotational axis of its rotor is attached to the output shaft in parallel or essentially parallel fashion laterally externally to the transmission.

Abstract: A hybrid driving unit (7) is mounted to a vehicle by coupling a coupling section (14d) at the front end of a casing member (14) with an internal combustion engine (5) and by mounting a mounting section (14c) at the rear end of the casing member (14) to a part (4a) of a body (4). Still more, a second electric motor (23), i.e., a heavy device, is disposed in the rearmost part among a first electric motor (20), a power splitting planetary gear (21), the second electric motor (23) and a transmission disposed on an axis (13) in the casing member (14). Thereby, the vibration occurring in the casing member (14) is suppressed.

Abstract: An apparatus for reducing parasitic losses in a hybrid electric powertrain of a vehicle includes a drivetrain, an electric motor, and a connecting mechanism operative to selectively engage and disengage the drivetrain and the electric motor.

Abstract: When an engine is operated, a power dividing mechanism divides power of the engine to output the power to a motor for running operation and a motor for a cargo handling operation, respectively. Each of loads is driven via a rotational shaft of a corresponding one of the motors. By operating the engine and supplying the motors with electric power from a battery to operate the motors, each of the loads can also be driven by the sum of power of the engine and power of a corresponding one of the motors. When surplus power is generated in the power of the engine, each of the motors is operated as an electric power generating unit by the surplus power. As a result, the battery is charged.