Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and providing positive torque to a driveline is presented.

Abstract: A hybrid power driving system is provided, comprising an engine; a first motor; a first reducing mechanism, a second clutch, a first wheels group, a second motor, a second wheels group, a second reducing mechanism, an energy storage device, a clutch, an engine controller, and a motor controller. The motor controller may be configured to: start or stop at least one of the first motor or the second motor; and control the clutch controller and the engine controller according to a running mode of the hybrid power driving system. A driving method for the driving system as described hereinabove is also provided.

Abstract: A power transmission unit, including: an engine; a plurality of speed change gear pairs, each having a different gear ratio, and to which a power outputted from the engine is transmitted; an output member outputting the power transmitted from any of the selected speed change gear pair; a differential mechanism, which has three rotary elements performing a differential action, and in which a first rotary element of the three rotary elements is connected with the engine; and an electric motor, connected with a second rotary element of the three rotary elements. The plurality of speed change gear pairs include a first gear pair connected with the first rotary element and the output member, and a second gear pair connected with a third rotary element of the three rotary elements and the output member.

Abstract: First and second engines ENG1 and ENG2; first and second transmissions TM1 and TM2 shifting the output of the first and second engines; first and second one-way clutches OWC1 and OWC2 that are provided in each output portion of the first and second transmissions; a driving target member 11 commonly connected to the output members 121 of the first and second one-way clutches via clutch mechanisms CL1 and CL2 and transmits the rotational power transmitted to the output members of the one-way clutches to the driving wheel 2; a main motor/generator MG1 connected to the member 11; a sub motor/generator MG2 connected to the output shaft S1 of the first engine; a battery 8 sending/receiving the electric power between both motor/generators; a synchronization mechanism 20 connecting/disconnecting the member 11 and the output shaft S2 of the second engine; and a controller 5.

Abstract: A method to determine excessive clutch slippage in a transmission coupled to an engine and an electric machine adapted to selectively transmit power to an output member through selective application of torque-transfer clutches includes monitoring rotational velocities of the electric machine, engine and output member, monitoring a transmission operating range state, determining a clutch slip based upon monitored rotational velocities for one of the torque-transfer clutches intended to be synchronized based upon the transmission operating range state, and indicating a runaway slip event if the clutch slip is in excess of a threshold slip level through a threshold slip duration.

Abstract: A vehicle includes an engine, a motor, a belt, and a controller. The engine is configured to output torque via a crankshaft. The motor is configured to apply torque to and/or receive torque from the engine via an output shaft. The belt is operably disposed on the crankshaft of the engine and the output shaft of the motor. Rotation of the output shaft is transferred to the crankshaft via the belt. The controller is configured to identify a slip event by comparing a speed of the motor to a speed of the engine. The controller is further configured to count the number of slip events and diagnose a belt failure if the number of slip events exceeds a predetermined number of slip events over a predetermined number of drive cycles.

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: A method for operating a motor vehicle hybrid powertrain having an engine, a motor-generator and a multi-speed automatically-shiftable transmission, wherein the engine and the motor-generator operate to supply torque to the transmission for driving a vehicle. The method includes modulating the torque supply from the motor-generator to the transmission during a gear shift to minimize a transmission output torque disturbance.

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 unit for an electric oil pump of the present invention includes: a one-way valve that permits circulation of operating fluid from the electric oil pump to the friction engagement device and blocks circulation in the opposite direction; an accumulator that is connected to a fluid supply path joining the one-way valve to the friction engagement device and accumulates hydraulic pressure required for operating the friction engagement device; a hydraulic pressure measuring device that measures hydraulic pressure inside the fluid supply path; a vehicle speed measuring device that measures a vehicle speed of the vehicle; and a pressure setting device that sets a first predetermined pressure based on the vehicle speed measured by the vehicle speed measuring device.

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 method of carrying out a shift under load in either an electric vehicle which has a change-under-load transmission or a hybrid vehicle which has a hybrid transmission while the vehicle is operating in a purely electrical mode. The speed adaptation of the electric machine, which is required for synchronization to a new gear, is carried out in a speed regulation mode.

Abstract: A vehicle drive force control apparatus is provided that can stabilize the output of the electric motor even if the engine rotational speed experiences an acute change. The output of an engine is delivered to the left and right front wheels through a transmission and also to an electric generator. The output voltage of the electric generator is supplied to an electric motor and the output of the electric motor drives the left and right rear wheels. The drive force control device predicts if the rotational speed of the engine will decrease or increase acutely based on the upshifting and downshifting of the transmission and adjusts the field current of the electric generator up or down before the acute change in the engine rotational speed occurs.

Abstract: A centrifugal clutch for coupling a drive shaft to a driven member at rotary speeds above a predetermined threshold, comprising: a centrifugal slider (302) with a massive enlargement (320) at one end and a first coupling formation; a frame (301) formed to carry the centrifugal slider on formations to constrain it to sliding motion between an extended radial position and a retracted radial position, and to fit fixedly on the drive shaft to be driven by it, with the shaft at right-angles to the axis of sliding motion of the frame, whereby the frame (301) and the slider (302) cooperate to constitute a flywheel (3) on the drive shaft axis and the centre of inertia of the centrifugal clutch is axial only when the centrifugal slider is at its extended radial position, whereby its rotation is fully balanced when the clutch is engaged.

Abstract: A method for controlling and regulating a power train of a hybrid vehicle and a power train of a hybrid vehicle having one internal combustion engine, one electric machine, one shifting element and one output in a power flow of the power train and designed with continuously variable transmitting capacity and one clutch device and the internal combustion engine. The electric machine can be operatively interconnected via the clutch device, the hybrid vehicle being optionally driveable via the electric machine and/or via the internal combustion engine and the internal combustion engine can be started via the electric machine. In the operation of the power train, the transmitting capacity of the shifting element during the starting operation of the internal combustion engine is adjusted so that on the output of the power train, a torque abuts which is independent of the starting operation of the internal combustion engine.

Abstract: A hybrid vehicle is driven by one or both of an engine and a drive motor. The engine is started by a power generating motor, and power generated by the engine is supplied to a battery. An engine-power transmission path is provided with a coupling for being shifted to a connection state of transmitting engine power to drive wheels and a disconnection state of cutting off the transmission. In connecting the coupling while the drive motor is driven and transmitting engine torque, a revolution speed of the power generating motor is controlled based on that of the drive motor. After a revolution speed of an input-side shaft of the coupling is synchronized with that of an output-side shaft, the coupling is connected. After the coupling is connected, torque of the drive motor and engine is controlled based on required torque of the vehicle.

Abstract: A hybrid power system, comprising a first power unit, a secondary shaft, a first transmission device, an auxiliary power unit, and a second transmission device. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The first transmission device is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The auxiliary power unit has an electric motor with a driving shaft, which is parallel to the primary shaft. The second transmission device is placed between the primary shaft and the driving shaft, transmitting torque from the electric motor to the primary shaft.

Abstract: The power transmission mechanism reliably starts an internal combustion engine that is stopped during travel of a vehicle. While the internal combustion engine is stopped and the internal combustion engine and the transmission are disengaged by the main clutch, it is determined whether the mode is the EV travel mode, corresponding to the driving mode by the electric motor. In the case of the motor driving mode, and if the vehicle speed is less than a predetermined value, the engine is started in a neutral mode. If the vehicle speed is higher than a predetermined value, the engine is started in a standby mode. When starting in the standby mode, a gear set is selected based on the vehicle speed, and the input shaft and the output shaft are engaged.

Abstract: A powertrain for a vehicle is of the combined serial and parallel hybrid type. It comprises a thermal engine (403), an electric generator/motor (409) mechanically coupled to the output shaft of the engine, a clutch (407) which can connect the two portions of the output shaft rigidly to each other, and an electric motor (401) mechanically connected to the distant portion of the output shaft. Both the generator/motor (409) and the electric motor (401) can be driven by the engine to charge an electric accumulator (404) and can receive electric power therefrom to provide extra torque to the output shaft. The output shaft of the engine drives the wheels of the vehicle through a differential. A mechanical gearbox (406) connects the output shaft to the differential and wheels (408). The use of a gearbox and two electric motors significantly improves the total performance of the powertrain. In the powertrain standard components already used for driving vehicles can be used.

Abstract: A method and an apparatus control a car equipped with an automatic transmission having a lockup clutch. When the lockup clutch is in the lockup state, a variation of a generated torque is detected. When the range of the torque variation detected exceeds a predetermined value, an engine torque is reduced by controlling the engine, and the automatic transmission is controlled to compensate for a reduction of the driving torque due to a reduction of the engine torque. Thus, the speed change ratio is changed to the low gear side.

Abstract: A hybrid power system with continuously variable speed, comprising a first power unit, a secondary shaft, a speed converter, a clutch, a second transmission device, and an electric motor. The first power unit has a primary shaft. The secondary shaft is driven by the primary shaft in a rotational movement. The speed converter is placed between the primary shaft and the secondary shaft, having a transmission belt, transmitting torque from the primary shaft to the secondary shaft. The clutch is set on the primary shaft or on the secondary shaft and has a drum, allowing or interrupting transmission of torque from the first power unit to the secondary shaft. The second transmission device is connected with the drum of the clutch. The electric motor is connected with the secondary shaft, either driving the secondary shaft or being driven by the secondary shaft to generate electricity or running idle.

Abstract: A drive system for driving at least one and preferably, a plurality of driven components. The drive system includes a multi-drive plate for securedly mounting and accurately positioning a plurality of drive system components on a single support structure. The drive system also has a single drive belt for being driven by at least one driving member. The multi-drive plate supports and aligns pulleys connected to the driving member and the driven component so that the single drive belt drives at least one driven component. The driving device may include a clutch for allowing the drive system to be driven by a main driving device or by an auxiliary drive device. The driving device and the at least one driven component are mounted on the same side of the multi-drive plate. The pulleys attached to the driving device and the at least one driven component and the serpentine belt are mounted on another side of the multi-drive plate so that the serpentine belt is easily accessible.