Abstract: A vehicle drive system includes a first prime mover, a transmission, a power take-off (PTO), a lubrication system for the transmission and the PTO, and a control system. The transmission is powered by the first prime mover. The transmission is configured to rotate a drive shaft of the vehicle. The PTO is connected to the transmission at a first interface. The PTO includes the first interface and a second interface. The control system is configured to control fluid flow through the lubrication system for at least one mode where the input section of the PTO is stationary and the output section rotates.

Abstract: Disclosed are a vehicle power transmission system and a vehicle power system. The vehicle power transmission system includes two motor output shafts, two power output shafts and two transmission mechanisms respectively connected between the two motor output shafts and the two power output shafts correspondingly. Each transmission mechanism includes a motor output gear, a power output gear and a middle transmission gear structure. The motor output gear is arranged on a motor output shaft, and the power output gear is arranged on a power output shaft. The middle transmission gear structure is in transmission connection with the motor output gear and the power output gear. The two power output shafts extend in a first direction, along the first direction, projections of the two motor output shafts are at least partially overlapped and/or projections of the two transmission mechanisms are at least partially overlapped.

Abstract: Methods and systems for tuning vehicle drivability are provided. The vehicle system includes, in one example, a vehicle control unit (VCU) that is designed to electronically communicate with a human machine interface (HMI). In the system, the VCU is designed to, in reaction to receiving an acceleration or deceleration request from the HMI, send a virtual acceleration or deceleration command to a transmission control unit (TCU), where the virtual acceleration or deceleration command correlates to the acceleration or deceleration request and the correlation is user adjustable via a user interface (UI) of the VCU.

Abstract: A hybrid powertrain system and method includes a prime mover driving a generator/motor to produce an AC power output. The AC power output is applied to a rectifier which is controlled to transform the applied AC power to DC power to supply a DC Power bus at a selected voltage and current. An energy storage device is also connected to the DC power bus and the current flow between the energy storage device and the DC power bus is monitored and compared to preselected values and the results of that comparison are used to alter the operation of the rectifier to increase or decrease, as needed, the current provided to the DC power bus as electrical loads on the DC power bus change.

Abstract: A transmission controller includes a processor configured to set acceleration/deceleration start timing at which a vehicle starts accelerating or decelerating, based on at least one of a sensor signal representing the situation around the vehicle, the current position of the vehicle, a map including information on a road being traveled by the vehicle, and operation of the vehicle by a driver, downshift a second transmission of a power train including two motors and an engine before the acceleration/deceleration start timing, and control the power train to vary first and second gear ratios of a first transmission so as to keep the RPM of the engine constant. The first transmission is capable of steplessly varying the first and second gear ratios, which are gear ratios between one of the motors and the engine and between the other motor and the engine, respectively.

Abstract: The present application provides a method and an apparatus for controlling energy recovery, a controller, and an electric vehicle. The method includes: determining whether an electric vehicle is in a coasting energy recovery mode or a braking energy recovery mode; acquiring an energy recovery torque of the electric vehicle if the electric is in the coasting energy recovery mode or the braking energy recovery mode; and sending the energy recovery torque to a motor controller of the electric vehicle, whereby allowing the motor controller to control a motor of the electric vehicle to charge a battery of the electric vehicle. The method provided by embodiments of the present application can solve the problem that the method for controlling energy recovery in the prior art is difficult to reach a maximum energy recovery.

Abstract: The disclosure relates to a hybrid transmission device for an internal combustion engine transmission arrangement of a motor vehicle. The hybrid transmission device comprises at least one transmission input shaft, at least one drive device and at least one connecting clutch for connecting two shafts for conjoint rotation. The hybrid transmission device comprises no more than two gear stages. The disclosure additionally relates to a motor vehicle.

Abstract: A system for controlling torque in a vehicle includes a controller connected to a propulsion system having a plurality of independently controllable actuators configured to apply a combined torque. The controller is configured to perform a method including detecting a combined torque request indicating a total requested torque to be applied to the vehicle, where the total requested torque is split and a portion of the total requested torque is assigned to each actuator. The method further includes determining a torque command for each actuator, estimating a total applied torque provided to the vehicle, and based on a difference between the total applied torque and the total requested torque being greater than a first threshold, calculating an error value for each actuator, comparing each error value to a reference value, and performing a remedial action based on at least one error value exceeding the reference value.

Abstract: A method of controlling anti-jerk of a vehicle, includes determining a correction factor based on a wheel slip amount of the vehicle, determining a corrected model speed from a predetermined model speed for a motor of the vehicle based on the correction factor and a motor speed of the vehicle from which a vibration component is removed, determining a vibration component based on the motor speed and the corrected model speed and generating an anti-jerk torque based on the determined vibration component, and generating a final output torque of the motor based on a driver demand torque of the vehicle and the generated anti-jerk torque.

Abstract: Provided is a control device for a vehicle including a first oil pump that is driven by a first drive source driving a drive wheel of a vehicle and configured to supply oil to a hydraulic pressure actuation machine, and a second oil pump that is driven by a second drive source different from the first drive source and configured to supply oil to the hydraulic pressure actuation machine. The control device drives the second oil pump when a start switch of the vehicle is turned on and the first drive source is started for the first time, and drives the second oil pump when the second oil pump is not driven for a first predetermined time after the first drive source is started, and a rotation speed of the second oil pump when the first drive source is started is lower than a rotation speed of the second oil pump after the first drive source is started.

Abstract: A system comprises a powertrain including an engine configured to output torque to a driveline, and an electronic control system operatively coupled with the powertrain. The electronic control system is configured to determine an engine torque value, and control a component of the driveline in response to the engine torque value. The engine torque value may account for an effect of air-fuel ratio (AFR) on engine torque. The engine torque value may account for an effect of charge transport delay on engine torque.

Abstract: A load fluctuation detection unit that detects a load fluctuation of an aircraft, and an operating point control unit that controls a power operating point defined by a torque and rotation speed based on a flight state. The operating point control unit sets a target power operating point (62) for coping with a load with respect to an initial power operating point (61) in an operating point map (40) when the load has fluctuated. The operating point control unit moves the power operating point from the initial power operating point (61) on a first operating line (41) to the target power operating point (62) on a second operating line (42), to a return power operating point (63) on the first operating line (41) while keeping a torque T constant, and then to the initial power operating point (61) along the first operating line (41).

Abstract: A method of controlling a drive axle system. The drive axle system includes a first axle assembly and a second axle assembly that are electrically connected to the same electric power source or different electric power sources. The method operates the axle assemblies within power and current limits of an associated electric power source.

Abstract: A method for operating a drive train for a mobile machine, including a first electric motor driving a working drive of the mobile machine via a first transmission arrangement, and a second electric motor driving a propulsion drive of the mobile machine via a second transmission arrangement, wherein a rotational speed of the second electric motor increases during a shifting operation of the second transmission arrangement out of a higher gear stage into a lower gear stage, and wherein during the shifting operation, a drive connection is established via a first clutch between the first electric motor and the propulsion drive, such that the propulsion drive is driven by the first electric motor during the shifting operation.

Abstract: A vehicle drive device and a control method therefor are provided. The vehicle drive device includes: a power source including a first rotating electrical machine; a second rotating electrical machine; a differential unit including three rotating elements to which a first output shaft, a second output shaft, and the second rotating electrical machine are connected; and an electronic control device. The electronic control device regeneratively controls the first rotating electrical machine and the second rotating electrical machine in such a manner that negative torque is applied to the first output shaft and the second output shaft, when performing regenerative control by the second rotating electrical machine in a drive mode in which torque from the power source is distributed to the first output shaft and the second output shaft by controlling torque of the second rotating electrical machine during deceleration of a vehicle.

Abstract: A vehicle includes a controller programmed to generate a command to an electric machine to reduce a torque output rate after an accelerator pedal is tipped out based upon a vehicle speed value and a wheel acceleration torque value. The torque output rate is initially reduced at a first rate, and is then reduced at a second rate slower than the first rate when the wheel acceleration torque value is greater than 0 Nm.

Abstract: Systems and methods for operating an internal combustion engine that is coupled to a power split transmission are described. In one example, the internal combustion engine is operated in a speed control mode or a torque control mode in response to a braking torque and a transmission shift command. Operating the engine in the torque control mode may allow the engine to charge a battery while a neutral transmission state is selected.

Abstract: An electromechanical drive arrangement for a motor vehicle includes an electromechanical main drive motor, a reduction gear unit comprising a gear input, a gear output, at least one reduction stage and a gear housing that houses the reduction stage, an axle differential gear for branching the drive power guided over the reduction stage into a first wheel drive train section and a second wheel drive train section, and an auxiliary unit that can be driven by the main drive motor via the reduction stage. At least parts of the auxiliary unit are integrated into the gear housing. A switching body is provided in the gear housing such that the drive connection from the reduction stage to the axle differential gear can be switchably closed and switchably separated.

Abstract: A vehicle drive system includes a first prime mover, a transmission, a power take-off (PTO), a lubrication system for the transmission and the PTO, and a control system. The transmission is powered by the first prime mover. The transmission is configured to rotate a drive shaft of the vehicle. The PTO is connected to the transmission at a first interface. The PTO includes the first interface and a second interface. The control system is configured to control fluid flow through the lubrication system for at least one mode where the input section of the PTO is stationary and the output section rotates.

Abstract: A method for performing rotational speed synchronisation of a first transmission component having a first initial rotational speed with a second transmission component having a second initial rotational speed, so that they rotate with the same final rotational speed during a gear switch from an initial driving gear to a final driving gear in a stepped gear transmission for a hybrid electric or electric drive train having an electric traction motor. The method including calculating a total frictional work resulting from performing the total rotational speed synchronisation by means of a mechanical synchroniser of the stepped gear transmission only, and if the calculated total frictional work exceeds a maximal frictional work of the mechanical synchroniser, performing the rotational speed synchronisation by means of both the electric traction motor and the mechanical synchroniser.

Abstract: An agricultural/utility vehicle has as its motive power source one or more electric motors supplied by one or more rechargeable batteries to drivingly rotate a shaft of the vehicle driveline. To recharge the batteries, an external power source is applied to cause the driveline shaft to rotate, resulting in at least one of the electric motors acting as a generator to recharge the batteries. The external power source may include a source of fluid pressure that drives a hydraulic pump of the driveline as a hydraulic motor. The external power source may be an external source of rotational energy coupled to a power take-off shaft of the vehicle.

Abstract: An electric hybrid transmission architecture for a work vehicle includes a first and a second electric motor, each of which is electrically connected to a source of electric power. The first electric motor is configured to provide a torque to a first input shaft by converting electric power received from the source of electric power. The second electric motor is configured to provide a torque to a second input shaft by converting electric power received from the source of electric power. The electric hybrid transmission architecture also includes an output shaft which is mechanically connected to at least one of the first and second input shafts by means of controllable engaging means. The source of electric power is a generator carried by an internal combustion engine of the work vehicle.

Abstract: A method for operating an exhaust-gas purification system which is arranged in the exhaust system of an internal combustion engine, and an exhaust-gas purification system, are described. In the method, a combination of electrical catalytic converter heating measures with internal combustion engine catalytic converter heating measures is implemented, whereby particularly fast and inexpensive heating of a catalytic converter is achieved. The corresponding exhaust system preferably has, in an exhaust-gas flow direction, firstly a support catalytic converter and then a heated catalytic converter.

Abstract: An ENG-ECU performs a specific cylinder fuel cutoff process of stopping combustion of an air-fuel mixture in some cylinders out of a plurality of cylinders of an internal combustion engine and a transmission process of transmitting engine operation information on execution of the specific cylinder fuel cutoff process to an HV-ECU. The HV-ECU performs a torque compensation process of compensating for a decrease in engine torque due to execution of the specific cylinder fuel cutoff process using an output torque of a second MG based on the received engine operation information. The ENG-ECU performs a process of starting the specific cylinder fuel cutoff process in a combustion cycle when a waiting time which includes a time until the HV-ECU receives the engine operation information has elapsed after the transmission process has been performed.

Abstract: A dual pump smart control system. The operating time and the number of simultaneous operations are analyzed and compared with a reference time and a reference number, so that a controller determines whether or not the operation is normal. Afterwards, the driving of a first pump and the driving of a second pump are differentially controlled depending on whether or not the operation is determined to be normal by the controller. Thus, a malfunction caused by the concentration of load at a specific pump is prevented. Accordingly, the dual pump smart control system precisely controls the driving of the dual pumps and enables the pumps to operate efficiently.

Abstract: A torque transmission apparatus for transmitting a torque between a first drive element and an output element, including a torque converter, having a torque converter input, which is rotatable about a rotation axis (A) and is coupled to the first drive element, and a torque converter output, which can be connected to the output element. A separating clutch arranged outside of the torque converter and effectively between the first drive element and the torque converter, having a clutch input and a clutch output, which can be connected thereto by the action of a clutch actuating apparatus. The clutch actuating apparatus having a pressure means chamber and a pressure means channel (K4) supplying said pressure means chamber with pressure means, and the separating clutch being dry-operated and the pressure means channel (K4) extending through the torque converter at least in portions.

Abstract: A hybrid drive sub-assembly for a vehicle has primary gear wheels, secondary gear wheels that are able to be coupled to a secondary shaft, and an intermediate shaft to which intermediate gear wheels are secured for rotation therewith. The primary gear wheel(s) and the secondary gear wheels each meshing permanently with a corresponding gear wheel from among the intermediate gear wheels. This hybrid sub-assembly is equipped with a motorized module having a reversible electric machine, an interface for connecting to the intermediate shaft, a speed reducer, a torsional oscillation damping device and a coupling mechanism that is able to couple and uncouple the reversible electric machine and the intermediate shaft.

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: A hybrid vehicle of the disclosure includes an engine, a motor that outputs a torque to a driving system, a hydraulic clutch that connects the engine with the motor and disconnects the engine from the motor, and a control device that performs slip control of the hydraulic clutch in response to satisfaction of a start condition of the engine and controls the motor to output at least a cranking torque to the engine. The control device sets a target value of a rotation speed difference between the engine and the motor during execution of the slip control, and increases at least one of a hydraulic pressure to the hydraulic clutch, an output torque of the motor and an output torque of the engine when a difference between the rotation speed difference and the target value is out of an allowable range. This configuration ensures good startability of the engine.

Abstract: A device for controlling driving of an electric four-wheel drive vehicle at the time of shift is provided. The device controls driving of an electric four-wheel drive vehicle to minimize energy loss occurring on a power transmission path during shift, thereby improving fuel efficiency.

Abstract: Methods and systems are provided for selectively engaging an electric machine to an electric axle of a vehicle. In one example, a method may include engaging or disengaging the electric machine to a differential of the electric-axle by adjusting pressure in a piston coupled to an axle shaft of the electric-axle via a disconnect clutch.

Abstract: A shift control method for an automated manual transmission (AMT) of a vehicle includes: when a shift operation is started, a torque of the second motor is increased so that a change in an output torque of the output shaft due to a change in a torque of the first motor is minimized while the torque of the first motor is being decreased. According to the shift control method, the increased torque of the second motor is maintained to be constant while controlling transmission release, speed synchronization, and transmission coupling. After the control over the transmission coupling is completed, the torque of the second motor is controlled so that the output torque of the output shaft follows a predetermined target torque while the torque of the first motor is controlled to be increased.

Abstract: An apparatus to be applied to a vehicle including a transmission configured to execute a gear shifting operation for changing a gear ratio by engaging or disengaging friction engagement elements having friction members pushed by a piston that moves through hydraulic pressure supply to an oil chamber, the apparatus including: a memory storing mapping data for defining mapping, the mapping including a pressure variable and a period variable as input variables, the mapping including a stroke amount as an output variable, the pressure variable indicating a waiting pressure, the period variable indicating a waiting period; and a processor configured to: acquire values of the input variables, and calculate a value of the output variable by inputting, to the mapping, the acquired values of the input variables.

Abstract: A vehicle drive system includes a first prime mover, a transmission, a power take-off (PTO), a lubrication system for the transmission and the PTO, and a control system. The transmission is powered by the first prime mover. The transmission is configured to rotate a drive shaft of the vehicle. The PTO is connected to the transmission at a first interface. The PTO includes the first interface and a second interface. The control system is configured to control fluid flow through the lubrication system for at least one mode where the input section of the PTO is stationary and the output section rotates.

Abstract: A method for managing electrical Key Off Load (KOL) and other potentially damaging operational conditions in a vehicle while in a neutral mode setting, comprising: determining a vehicle drivetrain is in the neutral mode setting; determining an operational characteristic that changes with time while the vehicle is in the neutral mode setting; performing, via a vehicle control module and based on the neutral mode setting and the operational characteristic, vehicle actions comprising engaging an automated start powertrain activation while the vehicle is in the neutral mode setting.

Abstract: A vehicle includes a first rotary electric machine, a second rotary electric machine, and a control circuit. When the control circuit determines that a failure has occurred in the first rotary electric machine, the control circuit places the first rotary electric machine and a first transmission path as a power transmission path of the vehicle in the disconnection state, and places the second rotary electric machine and the first transmission path in the connection state. Further, when the control circuit determines that a failure has occurred in the second rotary electric machine, the control circuit places the first rotary electric machine and a first transmission path in the connection state, and place the second rotary electric machine and the first transmission path in the disconnection state.

Abstract: A control device for a hybrid vehicle is provided with a driving plan preparing part preparing a driving plan setting one or more via-points on a projected route from a starting point to a destination to divide the projected route into a plurality of driving routes and divide the driving routes further into pluralities of driving sections and setting which driving mode of an EV mode or HV mode to drive over in each driving section and with a driving mode switching part switching the driving modes according to a driving plan. The driving plan preparing part is configured to be able to prepare a driving plan setting the driving modes of all driving sections in at least one driving route to the EV mode.

Abstract: A mobility scooter control system includes a remote control console having a wireless transmitter and switches. A status detection circuit is integrated with the switches. The status detection circuit emits a pulse on a regular cycle. After the pulse passes the respective switch following a change in state of the switch, a wireless transmission is sent. A controller is electronically connected to a motor. The control system has a regular operation mode in which direction of movement and speed limit functions are responsive to instructions inputted to the controller, and, in the absence of user instruction, the controller does not instruct movement of the motor. The control system has a Sabbath operation mode in which the direction of movement and speed limit functions are responsive only to signals from the wireless transmitter, and, in the absence of user instruction, the controller instructs the motor to continuously cycle backward and forward.

Abstract: When evacuation travel is performed using only a drive power from one drive power source of an engine and a rotary machine, a drive power distribution device is prohibited from switching to a four-wheel-drive state and thus evacuation travel is performed in a two-wheel-drive state in which a loss in a power transmission device is relatively small. Accordingly, in a four-wheel-drive vehicle, it is possible to increase an evacuation-travelable distance when evacuation travel is performed using only the drive power from one drive power source of the engine and the rotary machine.

Abstract: The present invention relates to the field of electromechanical equipment for use in the vehicular field. More specifically, it relates to a selector, doser and transmitter of torque and power between one or more engines and one or more final transmission shafts. Applied for example on a vehicle without a gearbox, the new mechanism allows for selection of the ratio between the speed of rotation of one or more driving sources (such as an internal combustion engine drive shaft) and the final transmission shaft. In a preferred configuration, this selection is controlled electronically, managing the broad scope of possibilities provided by the mechanical configuration of this mechanism to dose the torque and power and regulate the rpm of the driving sources, in a hybrid motorization system.

Abstract: A feedback device for use in a gas turbine engine, and methods and systems for controlling a pitch for an aircraft-bladed rotor, are provided. The feedback device is composed of a circular disk and a plurality of position markers. The circular disk is coupled to rotate with a rotor of the gas turbine engine, to move along a longitudinal axis of the rotor, and has first and second opposing faces defining a root surface that extends between and circumscribes the first and second faces. The plurality of position markers extend radially from the root surface, are circumferentially spaced around the circular disk, and extending along the longitudinal axis from a first end portion to a second end portion. At least part of the first end portion and/or of the second end portion comprises a material having higher magnetic permeability than that of a remainder of the position markers.

Abstract: The present technology describes systems and methods for varying a pump speed of an electric truck. In examples, vehicle efficiency losses may be reduced by varying the speed of a hydraulic pump associated with a power steering gear. An electronic control unit (ECU) may receive a set of steering information from a torque overlay system (TOS). Based on the set of steering information, a power may be provided to a variable pump motor. The power provided to the variable pump motor may correspond with a speed of a hydraulic pump associated with a power steering gear of the vehicle. As new or additional steering information is received from the TOS, the ECU may adjust the power provided to the variable pump motor.

Abstract: A control device for a vehicle includes a catalyst temperature raising control part configured to perform catalyst temperature raising control raising a temperature of an exhaust purification catalyst of an internal combustion engine while driving in an EV mode on an EV section of a driving route when driving over the driving route in accordance with a driving plan when, while driving on the EV section: (i) the temperature of the exhaust purification catalyst is less than a predetermined temperature raising reference temperature that is higher than an activation temperature at which an exhaust purification function of the exhaust purification catalyst is activated, (ii) the exhaust purification catalyst was previously heated while driving on the driving route, and (iii) there is a CS section to be driven on while in a CS mode in a remaining driving section of the driving route after the EV section.

Abstract: A controller controls a motor-driven oil pump of a vehicle. The vehicle includes an engine, a mechanical oil pump, a battery, a motor-driven oil pump driven by a driving voltage applied by the battery, and a hydraulic device. The controller includes processing circuitry. The processing circuitry controls the driving voltage in a stop period during which the engine automatically stops and automatically restarts. The stop period includes a first period starting when the engine automatically stops and continuing until cranking starts and a second period starting when the cranking starts and continuing until the engine automatically restarts. The driving voltage in the first period is less than the driving voltage in the second period.

Abstract: Because an EOP starts operating from when a decrease in discharge flow rate of an MOP is predicted or detected, a PL actual pressure that should be obtained with a PL command pressure set to a value for a required transmission torque is more easily maintained even when the discharge flow rate of the MOP becomes insufficient. After a lapse of a predetermined period of time from the start of operation of the EOP, the PL command pressure is temporarily set to a value higher than the value for the required transmission torque, and a regulator valve is controlled to operate to close a drain port. Therefore, the operation of the EOP in a high PL actual pressure is reduced, and a delay in response of a pressure regulating operation of the regulator valve in the process of reduction of the discharge flow rate of the MOP is reduced.

Abstract: Methods and systems are provided for coordinating engine and motor torque in a hybrid vehicle system. The systems and methods use an engine torque command to obtain a motor torque command, and adjust the engine torque command based on an estimate of a time delay between commanded and actual motor torque prior to the engine command being sent to an engine controller. In this way, crankshaft torque accuracy may be improved.

Abstract: An on-board controller executes a torque reduction process that reduces torque generated by an electric motor when a brake pedal of a vehicle is depressed and the vehicle is stopped during motor creep driving. When a start request for an internal combustion engine is issued, the on-board controller executes an engine start process that sets a clutch mechanism to an engagement state, which engages an output shaft of the internal combustion engine with an output shaft of the electric motor, and drives the electric motor to perform cranking. When a state in which the clutch mechanism is maintained immediately before the engagement state is defined as an engagement preparation state, the on-board controller executes a preparation process that applies hydraulic pressure to the clutch mechanism during execution of the torque reduction process so that the clutch mechanism is set to the engagement preparation state.

Abstract: It is a control method of a hybrid vehicle that includes an engine and an electrical power generation motor that is connected with the engine for controlling a rotational speed of the engine to be a target rotational speed. When an failure with respect to the engine is judged, an upper limit of a target rotational speed of a firing operation is set to a first upper limit rotational speed lower than an upper limit for a normal state. Further, a target rotational speed of a motoring operation is set to be not higher than the first upper limit rotational speed. It becomes possible to carry out transition between the firing operation and the motoring operation quickly.

Abstract: An electric vehicle drive device includes: a first motor; a second motor; a transmission mechanism coupled to the first motor and the second motor; and a control unit configured to control operation of the first motor and the second motor based on a drive signal. The transmission mechanism includes: a sun gear shaft coupled to the first motor; a first planetary gear mechanism; a second planetary gear mechanism; and a one-way clutch configured to restrict a rotation direction of a first carrier to a predetermined positive rotation direction. The drive signal includes gear change information indicating a first state in which the second motor is controlled based on torque or a second state in which the second motor is controlled based on rotation speed, and throttle information indicating an acceleration of rotation speed of a wheel.

Abstract: A power transmission apparatus of a hybrid vehicle using an engine and a motor-generator as a power source, includes a first shaft fixedly connected to an output side of the engine, a second shaft selectively connectable to the first shaft and fixedly connected to the motor-generator, a third shaft selectively connectable to the second shaft, a fourth shaft disposed without rotational interference in the external circumference of the third shaft, a fifth shaft externally geared with the third and fourth, a sixth shaft externally geared with the fourth shaft, a planetary gear set including first, second, and third rotation elements, and one of the three rotation elements is fixedly connected to the second shaft, the other rotation element is selectively connectable to a transmission housing, and the other rotation element is fixedly connected to the fourth, and four gear trains forming an external gear connection between the first, second, third, fourth, fifth and sixth shafts.