Abstract: A powertrain is provided that includes an engine as well as a transmission having an input member and an output member. The powertrain also includes a motor/generator that has an energizable stator, a first rotor and a second rotor (i.e., a dual rotor motor). Both of the rotors are rotatable via energization of the stator. A first torque-transmitting mechanism, referred to as the engine clutch, is selectively engagable to connect the engine for common rotation with one of the first and the second rotors. A second torque-transmitting mechanism, referred to as the motor clutch, is selectively engagable to connect the first rotor for common rotation with the second rotor. The transmission input member is continuously connected for common rotation with the other of the first and second rotors.

Abstract: A method for controlling a propulsion system for a vehicle including a transmission coupling an output shaft of the internal combustion engine to a drive wheel of the vehicle, wherein said transmission includes a lash region, the method comprising of adjusting an operating parameter of the engine so that at least one cylinder of the engine is transitioned between a first combustion mode and a second combustion mode, and varying a timing of said transition responsive to whether the transmission is operating within the lash region of the transmission.

Abstract: A control system for a hybrid drive unit includes a pressure regulator valve, a first variable bleed solenoid valve for controlling a stationary clutch and a second variable bleed solenoid valve for controlling a rotating clutch. The control system controls the stationary clutch and the rotating clutch to operate the hybrid drive unit in four different modes.

Abstract: An engine, an electric motor-generator, an oil pump, an air conditioner, and a first power transmitting means that performs power transmission among a crank shaft of the engine, a rotating shaft of the electric motor-generator, and rotating shafts of the oil pump and the air conditioner are included. The first power transmitting means has: a crank pulley; a first electric motor-generator pulley; an oil pump pulley; an air conditioner pulley; a first belt that is wound around these pulleys; and a first one-way clutch that is interposed between the rotating shaft and the first electric motor-generator pulley so as to transmit a rotational driving force from the crank shaft to the rotating shaft without transmitting a rotational driving force from the rotating shaft to the crank shaft, and the electric motor-generator is motor driven while the engine is being driven.

Abstract: A powertrain includes an electromechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member. A method for controlling the powertrain includes commanding a shift from a first operating range state to a second operating range state, identifying an off-going clutch, controlling torque output from said electric machine to offload reactive torque transmitted through said off-going clutch, selectively applying an oncoming clutch to offload reactive torque transmitted through said off-going clutch, and reducing a clutch torque capacity of said off-going clutch when said reactive torque transmitted through said off-going clutch is substantially zero.

Abstract: A control strategy for launching a motor vehicle includes using an electric motor to provide high torque at low speeds during synchronization of launch clutches. An internal combustion engine is started and connected with the electric motor to provide additional torque capacity. Selective engagement and disengagement of an engine disconnect clutch prevents the engine start from interfering with the motor vehicle launch.

Abstract: An apparatus comprises a changeover mechanism which is able to change a connection state of an electric motor output shaft to any one of states including, “an IN-Connection State” in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, “an OUT-Connection State” in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and “a neutral state” in which no transmission path therebetween is provided. The changeover is carried out based on a combination of a vehicle speed V and a required driving torque T. When the vehicle starts to drive, “the IN-Connection State” is selected. After the start of the vehicle and while the vehicle speed V is increasing, the changeovers to “the OUT-Connection State”, “the IN-Connection State”, and “the neutral state” are sequentially carried out.

Abstract: An internal combustion engine is mechanically coupled to a hybrid transmission to transmit mechanical power to an output member. A method for controlling the internal combustion engine includes determining an accelerator output torque request based upon an operator input to the accelerator pedal, and determining an axle torque response type. A preferred input torque from the engine to the hybrid transmission is determined based upon the accelerator output torque request. An allowable range of input torque from the engine which can be reacted with the hybrid transmission is determined based upon the accelerator output torque request and the axle torque response type. The engine is controlled to meet the preferred input torque when the preferred input torque is within the allowable range of input torque from the engine. The engine is controlled within the allowable range of input torque from the engine when the preferred input torque is outside the allowable range of input torques from the engine.

Abstract: The invention relates to a method of transmitting power between a shaft of a heat engine and a wheel axle shaft of a hybrid vehicle. The inventive method involves the use of: a power transmission device comprising an electric machine which is connected to (i) the heat engine by means of a clutch and (ii) a wheel axle shaft; and a starting system which is mechanically independent of the electric machine and which is connected to the heat engine. According to the invention, the heat engine is started by applying a torque to the shaft simultaneously using the starting system and the clutch.

Abstract: A power unit has: a conversion device (3, 106) for converting mechanical energy of rotation into a different form of energy which can be used for various purposes; a first internal combustion engine (1, 102); a second internal combustion engine (5, 104); a first clutch (2, 103) through which the first engine can be selectively coupled to a first axial end of a rotor shaft of the conversion device for transmitting mechanical energy of rotation to the rotor shaft when the first clutch is engaged; and a second clutch (4, 105) through which the second engine can be selectively coupled to a second axial end of the rotor shaft for transmitting mechanical energy of rotation from the second engine to the rotor shaft when the second clutch is coupling the second engine to the rotor shaft.

Abstract: An engine start control system for starting the engine of a hybrid vehicle operated in an EV drive mode. The system responds quickly to an acceleration request while limiting unpleasant deceleration sensations. The hybrid vehicle has a first clutch disposed between the engine and motor/generator. An electric drive mode exists in which the first clutch is disengaged and the driving torque is provided only by the motor/generator, and a hybrid drive mode exists in which the first clutch is engaged and the driving torque is provided by both the engine and motor/generator. The system uses an engine start shift pattern that is high-geared as compared with a normal shift pattern. Shift control of the transmission is performed using the engine start shift pattern when an engine start request arises. The engine is started by controlling the engagement of the first clutch after performing the shift control.

Abstract: The present invention provides a clutch engaging control method in a hybrid power output device, wherein the device comprises an engine, a first motor, a clutch and a second motor that are connected in sequence, a battery, and a speed reducing mechanism and a drive shaft that are connected to the output end of the second motor; the method comprises: (a) detecting the rotation speed ?2 of the second motor and setting the rotation speed ?2 as the target rotation speed ?0 of the first motor, when the vehicle is driven by the second motor and the engine is required to be started to provide assistance to the second motor; (b) starting the first motor to drive the engine, and controlling the actual rotation speed ?1 of the first motor to be close to the target rotation speed ?0; (c) switching the state of the first motor from a driving motor to a power generator when the actual rotation speed ?1 of the first motor is approximately equal to the target rotation speed ?0; and (d) engaging the clutch.

Abstract: A gear shifting method of a hybrid vehicle may include releasing a clutch and brake of a transmission and determining a neutral condition status, controlling torque of an engine connected to one operational element of a first planetary gear set in a neutral condition, and controlling speed of a first motor/generator connected to the other operational element of the first planetary gear set. Accordingly, a speed of the first and second motor/generator are controlled and a torque of the engine is controlled in a neutral or parking state of a shift lever such that a mode change becomes easy and the torque of the engine is continuously controlled to improve a shift quality and a driving performance and to save fuel, while the neutral or parking state is changed to a drive or reverse state or the drive or reverse state is changed to the neutral or parking state.

Abstract: A vehicle includes a motor/generator, a starter motor, a disconnect clutch disposed between the engine and the motor/generator, and at least one clutch disposed between the motor/generator and the vehicle drive wheels. When an engine start is requested, various parameters are controlled to ensure a smooth engine start wherein driveline torque disturbances are minimized. The starter motor is used to crank the engine at the lowest engine speeds when the engine-required torque is the highest. This reduces the amount of torque necessary to be supplied from the motor/generator, and further helps to reduce torque disturbances in the driveline. If the motor/generator is producing torque to propel the vehicle at the time the engine start is requested, a launch clutch or one or more transmission clutches can be controlled to provide slip between the motor/generator and the vehicle drive wheels to further reduce torque disturbances in the driveline.

Abstract: An operation method of a hybrid vehicle having an automatic manual transmission system adapted to use at least two energy sources is provided with the following steps. Engaging an engine with a starter generator motor such that the engine and the starter generator motor rotate synchronously. Performing a speed changing by using a control unit assembly through controlling rotation speed of the traction motor and a rotation speed of the starter generator motor to a desired rotation speed for the speed changing according to a running state of the vehicle, such that the engine and the traction motor nearly rotate synchronously with the automatic manual transmission system to perform a gear ratio shifting process thereby to perform the speed changing. Controlling an automatic-switching clutch to engage or disengage the engine and the traction motor to achieve a plurality of driving mode for the vehicle.

Abstract: A method for controlling hydraulic line pressure of a hydraulic control system in an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member via selective application of a plurality of hydraulically-applied torque transfer clutches includes monitoring requirements for transmission of clutch reactive torque in one of the clutches, monitoring a hydraulic line pressure within the hydraulic control system, determining a minimum clutch torque capacity required to keep the clutch from slipping, determining a hydraulic line pressure required to create the minimum clutch torque capacity, and modulating hydraulic line pressure applied to the clutch by modulating operation of the hydraulic control system based upon the hydraulic line pressure required to create the minimum clutch torque capacity.

Abstract: In a method for operating a parallel hybrid drive of a vehicle, in particular of a motor vehicle, having an electric machine and an internal combustion engine, the internal combustion engine is started in the driving state of the vehicle with the aid of the electric machine by engaging a disconnecting clutch. It is provided that at least one performance quantity of the parallel hybrid drive is detected and compared with an appropriate model performance quantity of a model of the parallel hybrid drive, the model not including the internal combustion engine, and that a deviation resulting from the comparison is compensated for, at least partially, by the electric machine.

Abstract: A method of controlling a hybrid drive train of a vehicle which comprises, in series, an internal combustion engine, a clutch, an electric motor and a transmission with an output connected to the drive axle. During traction operation, the vehicle changes from an electric driving mode into a combination driving mode or a combustion engine driving mode, in that the clutch is engaged and the electric torque is temporarily increased. The method includes regulating engagement of the clutch at least until reaching a starting rotational speed of the combustion engine such that the acceleration of the combustion engine occurs according to a predetermined progression of rotational speed and that the torque of the combustion engine is increased by the same amount as the transferable torque of the clutch is increased by the engagement process.

Abstract: The present invention provides a clutch torque control system of a hybrid electric vehicle, which performs an engine rotational speed control in a power generation system including an engine, a motor-generator, and a clutch for controlling connection and disconnection between the engine and the motor-generator.

Abstract: In a method and device for selecting a starting gear in a hybrid electric vehicle, a first driving sequence is registered during which a parameter indicates that an electric motor energy source has been drained past an energy level limit and/or no gear ratio shift from said starting gear ratio has occurred. Upon detection of the driving sequence, draining of said energy source and/or no gear ratio shift, selection of a starting gear ratio is altered to a gear ratio being higher, compared to a normal starting gear ratio, for the next vehicle take off of a driving sequence following the first driving sequence. This increases possibility that the vehicle during driving with the altered starting gear will reach a vehicle speed that corresponds to a combustion engine speed above idle speed of the combustion engine.

Abstract: A method of operating a drive train of a motor vehicle with a drive assembly which has a combustion engine and an automatic transmission with frictional shift elements positioned between the drive assembly and an output, namely for executing a traction upshift or a traction downshift in which at least one frictional shift element of the automatic transmission is engaged and at least one frictional shift element of the automatic transmission is disengaged. During execution of a traction upshift and at least, during the engagement procedure of a frictional shift element being engaged, reducing the torque provided by the combustion engine, and for executing a traction downshift at least during the lowering of the transferability of a frictional shift element being disengaged, reducing the torque provided by the combustion engine.

Abstract: A method of accelerating decoupling of the starting clutch (5) that is able to connect the electric machine (2) to the transmission input in a hybrid drive-train of a motor vehicle, when a decoupling command is issued, at the same time as the regulation of the starting clutch begins for the purpose of decoupling the starting clutch (5) or a specified time after the regulation of the starting clutch begins. The electric machine is regulated in such manner that a torque is built up such that the transition to sliding friction, and thus decoupling and the onset of slip, are sped up while maintaining the nominal driving torque.

Abstract: A system for driving an assembly arrangement for a motor vehicle, which assembly arrangement having at least one auxiliary assembly and an electric machine which is configured independently of a drive unit of the motor vehicle. It is possible for the electric machine to be operated both as a motor for driving the auxiliary assembly and as a generator for generating electric power. If required, it is possible for a separate engine which is configured as an internal combustion engine to be connected or fastened releasably via an interface to the assembly arrangement and to be coupled to the assembly arrangement for drive action, in order to supply the at least one auxiliary assembly and/or the electric machine with rotational drive moment.

Abstract: An electric torque converter has a torque converter input member connected to the first node of a differential gear set representable by a lever diagram having first, second, and third nodes. A motor/generator is connected to the second node. The third node is connected to an input member of a transmission gearing arrangement. A brake is selectively engagable to ground the first node to a stationary member. Engagement of the brake provides a regenerative braking mode and an electric-only driving mode, with the motor/generator connected to the transmission gearing arrangement through the differential gear set. Various clutches may be provided for lock-up or selective connection of the engine, including arrangements which reduce motor/generator torque required for engine starting while in electric-only driving. A method of operating a vehicle maintains the engine speed at an optimum level to the extent possible given battery charge levels and operator commands.

Abstract: A method for operating a drive train of a motor vehicle. The drive train comprising a hybrid drive with an internal combustion engine and an electric motor, a transmission arranged between the hybrid drive and a drive output, and a clutch arranged between the internal combustion engine and the electric motor. The internal combustion engine is started by engaging the clutch only when the electric motor is providing drive power. In this situation when shifting gears in the transmission with interruption of the traction force, immediately after the gear change and during a load build-up phase of the shift operation, the internal combustion engine is started by the electric motor without traction force interruption. The clutch is controlled to partially engage to start the combustion engine and then it is completely disengaged before reaching a synchronous speed between the combustion engine and the electric motor.

Abstract: A method and a device are described for starting an internal combustion engine of a hybrid drive train, having an internal combustion engine and at least one additional machine, in particular an electric machine, a separating clutch, which is situated between the internal combustion engine and the additional machine, and a crankshaft angle sensor for detecting the instantaneous crankshaft angle of the internal combustion engine being provided.

Abstract: A drive system has an electrically controlled differential portion (11) in which a differential state between an input-shaft rotation speed and an output-shaft rotation speed is controlled upon controlling a first electric motor (M1), and a shifting portion (20) and a second electric motor (M2) disposed in a power transmitting path between the electrically controlled differential portion and drive wheels (34). In a control device for controlling the drive system, a rotation direction of an output shaft (18) of the shifting portion is able to be determined without increasing the number of component parts such as a rotation speed sensor. The control device includes rotation direction determination means (86) for determining a rotation direction of an output shaft (22) of an automatic shifting portion (20) based on an engagement of a given coupling element and a detected result of rotation direction detection means (92).

Abstract: To provide a control system capable of setting a various kinds of driving mode, and shifting the driving mode regardless of the rotational speed of the engine.

Abstract: A method of controlling a drive-train of a motor vehicle, which comprises an internal combustion engine with a driveshaft, an electric machine in driving connection with the driveshaft of the internal combustion engine, a semi-automatic transmission with an input shaft and a plurality of gears that can be engaged selectively, and an automated friction clutch arranged between the driveshaft of the internal combustion engine and the input shaft of the transmission, such that a gearshift of the transmission occurs in combination with suitable control of the internal combustion engine while the friction clutch is at least partially and/or briefly engaged. To speed up the shifting process and to attenuate torque and speed surges during the shifting process, the electric machine is operated briefly as a generator and/or as a motor.

Abstract: An automatic transmission for a hybrid vehicle has a first clutch connecting a first drive gear shaft rotatably supporting drive gears G3a and G5a, to an input shaft, a second clutch connecting a second drive gear shaft, rotatably supporting drive gears G2a and G4a, to the input shaft, a first meshing mechanism connecting the drive gears G3a and G5a to the first drive gear shaft, a second meshing mechanism connecting the drive gears G2a and G4a to the second drive gear shaft, a brake fixing a third element of a planetary gear mechanism to a transmission case, and a switching mechanism switching to where an electric motor is connected to a first element or where the electric motor MG is connected to the third element. The first element and the first drive gear shaft are connected. A second element and the drive gear G3a are connected.

Abstract: A method of controlling a hybrid drive-train of a vehicle in which the hybrid drive-train comprises a combustion engine having a driveshaft, an electric machine that can be connected to the driveshaft of the engine by a clutch, an automated transmission with an input which is connected to the rotor of the electric machine, and shifting elements for shifting between two gears. During electric driving operation with the engine stopped and the clutch disengaged, the engine can be drag-started in combination with a downshift in the transmission. Drag starting of the engine is carried out by disengaging the frictional shifting element to be disengaged to below a slipping limit, engaging the clutch until the engine reaches or exceeds its minimum starting speed, starting the engine self-starts, substantially disengaging the clutch, separately adjusting the engine and electric machine to the synchronous speed of the target gear, and fully engaging and disengaging associated shifting elements.

Abstract: A differential generation power distribution system to drive an all wheel driving carrier by having a rotational kinetic energy output end of a rotational power unit coupled to an intermediate transmission and control interface device containing a main transmission comprised of controllable clutches and gear shifting control means to drive an intermediate differential gear set; one differential output end of the intermediate differential gear set to drive the front end transmission and thus the front end load; another differential output end of the intermediate differential gear set to drive an input end of a rotation part of a first electric machine of the rotational electric machine assembly; the output end of the rotation part of a second electric machine of the rotational electric machine assembly to directly or through the transmission drives the rear end load; and the rotational electric machine assembly for being subject to the drive control device to regulate and control the power distribution between

Abstract: When a reduction in a supply hydraulic pressure to a second shift portion is sensed, an engagement command of C0 clutch is generated so that a power split device (electrical differential portion) is brought into a locked state. In the locked state, a sun gear, a carrier rotated by an engine and a ring gear rotated by a second MG integrally rotate, whereby inertia is increased. Thus, high-speed rotation of a transmission member corresponding to an input shaft of the second shift portion can be prevented.

Abstract: The second clutch is caused to transition to an engaged state after setting the second clutch in a slip state when the vehicle starts in the hybrid start mode, the temperature of a magnet of the electric motor is estimated based on the temperature of the hydraulic oil and an operating condition of the electric motor when the second clutch is controlled to be in the slip state; and an output torque and a lower limit rotation speed of the electric motor is restricted and reduced when the estimated temperature of the magnet exceeds a restrictive temperature.

Abstract: A drive control apparatus for a hybrid vehicle which has an engine selectively set in one of a normal fuel-consumption operation mode and a low fuel-consumption operation mode for obtaining a lower fuel consumption; a generator selectively used for one of being driven by the engine and assisting driving of the engine; a motor for generating a driving force of the vehicle by electric power supplied by the generator or a battery device; and a clutch between the generator and wheels of the vehicle. The drive control apparatus has a control part for performing a low fuel-consumption driving assistance mode when the engine is set in the low fuel-consumption operation mode. In the low fuel-consumption driving assistance mode, the clutch is connected, and driving of the vehicle is assisted using one of the generator and the motor, which is selected in accordance with an operation state of the vehicle.

Abstract: A system and method for powering of a vehicle is disclosed. In accordance with embodiments of the present disclosure, a powering assembly may include an axle, a wheel coupled to the axle, and at least one secondary coil winding affixed to the wheel. The wheel may be configured to rotate about the axle in a plane substantially perpendicular to an axis of the axle. The at least one secondary coil may be configured such that when the wheel is proximate to an embedded conductor embedded in a roadway and carrying a first electrical current, a magnetic field induced by the first electrical current induces a second electrical current in the at least one secondary coil winding.

Abstract: A method of controlling an automatic shifting power transmission having a fluid coupling device, at least one reaction clutch disposed in series with the fluid coupling device, and an electric machine disposed in series with the fluid coupling device and the at least one reaction clutch includes energizing the electric machine to provide additional torque to the first gear reaction clutch when the automatic shifting power transmission is in a first gear launch maneuver and partially engaging the at least one reaction clutch corresponding to a first gear engagement to effect the first gear launch maneuver when engine load is at or above a predetermined value. The at least one reaction clutch corresponding to the first gear engagement is fully engaged when engine load is below the predetermined value.

Abstract: An electric drive system adapted to utilize an existing vehicle with a combustion engine and to add an electric drive capability. Components of the system may be implemented rearward of the vehicle engine and transmission along the drivetrain. In some aspects, the system allows for combustions engine, electric motor, or combination powering of the vehicle. In some aspects, the vehicle's original secondary systems, such as air conditioning, and power steering, are able to be used in the electric motor only drive mode.

Abstract: A method is provided for operating a hybrid vehicle (1) having an internal combustion engine (2) and an electric machine (4) that can be used individually or jointly to drive at least one axle (9, 10) of the hybrid vehicle (1) by connecting a clutch (15), and having a regeneratable filter device that takes up fuel vapors from a fuel tank of the internal combustion engine (2). To improve the comfort in a purely electric driving mode and/or to improve the reproducible operation of a hybrid vehicle during a special exhaust gas test, in a purely electric driving mode in which the hybrid vehicle (1) is driven only by the electric machine (4), the internal combustion engine (2) is switched on with the clutch (15) open to regenerate the filter device.

Abstract: A hybrid vehicle has an internal combustion engine and an electric engine. A drive arrangement for the vehicle has a crankshaft-side clutch part rigidly connected to a crankshaft of the internal combustion engine, and the crankshaft-side clutch part may be coupled to a drive train shaft-side clutch part via a clutch. The clutch part on the drive train shaft side is mechanically connected to a drive train shaft via at least one element for torsional vibration isolation. The drive train shaft is configured at least partially as a rotor of the electric engine. The crankshaft-side clutch part, the clutch and the drive train shaft-side clutch part form at least one part of the primary mass of a dual-mass flywheel. The drive train shaft forms at least one part of the secondary mass of the dual-mass flywheel.

Abstract: The present invention relates to (with reference to FIG. 2) a gas turbine system comprising: a gas compressor (210); an upstream heat source, e.g. a fuel cell (212), which receives gas compressed by the compressor (210) and heats the gas passing therethrough (and when a fuel cell generates electrical power); an intermediate turbine (220) which receives the gas previously heated in the upstream heat source and which is connected to and drives the compressor (210); and an output turbine (240) which receives gas output by the intermediate turbine (220). Expanded gas leaving the intermediate turbine passes to the output turbine through either or both of a downstream combustion chamber and/or a downstream fuel cell, whereby the expanded gas is reheated prior to expansion in the output turbine (240). Preferably the system is configured such that the temperature of the gas received by the output turbine (240) is higher than the temperature of the gas received by the intermediate turbine (220).

Abstract: A powertrain includes a first electric motor coupled to an internal combustion engine with a ratio changing device and a second motor selectively coupled to the engine through an engine disconnect clutch, the second motor further coupled to an input shaft of a transmission. A method to control the powertrain includes monitoring a propelling torque provided by the second motor, monitoring a speed of the second motor, determining a condition of the second motor based upon the propelling torque and the speed of the second motor, selecting a control mode for the first motor based upon the condition of the second motor and controlling the first motor, the second motor, and the engine disconnect clutch based upon the control mode.

Abstract: A method of starting an internal combustion engine includes selecting a first or a second clutch, and pressurizing the selected clutch with an auxiliary pump. The pressurized clutch is synchronized using the first and second electric machines, and then engaging. The internal combustion engine is started with the first and second electric machines. The first and second clutches may be engine reactive clutches. Selecting the first or second clutch includes determining whether an input-split or compound-split mode is requested. If the input-split mode is requested the first clutch is selected, and if the compound-split mode is requested the second clutch is selected. The first and second electric machines may be high voltage machines, configured to operate in conjunction with a high-voltage battery pack. The first and second electric machines may be configured as propulsion motors for the vehicle.

Abstract: A shifting control apparatus for a power transmitting system of a vehicle provided with a vehicle drive electric motor, and a step-variable automatic transmission constituting a part of a power transmitting path between said vehicle drive electric motor and drive wheels, the shifting control apparatus controls said vehicle drive electric motor to perform a regenerative operation in a coasting state of the vehicle, and controls said automatic transmission to perform a shift-down operation at a predetermined coasting shift-down vehicle speed in the coasting state, the shifting control apparatus is configured: to change said coasting shift-down vehicle speed according to a regenerative power of said vehicle drive electric motor; to control said vehicle drive electric motor in the coasting state of the vehicle, so as to perform the regenerative operation at a vehicle speed higher than a predetermined drive/driven switching vehicle speed value, and so as to generate a vehicle drive torque at a vehicle speed lower

Abstract: According to this method for controlling the coupling and the decoupling of the first and second motors of a parallel hybrid motive power group comprising a first motor driving an input shaft, a second motor, and a coupling/decoupling means motors, maneuverable between an open position and a closed position, the motive power group is controlled so that the rotational speed of the input shaft at the moment of coupling and of decoupling remains unchanged while using a law of control that creates a discontinuity between the torques output to the input shaft when the first and the second motors are decoupled or coupled, selected for compensating for the difference between the inertias produced by the input shaft when the first and the second motors are decoupled or coupled in order to ensure a continuity of the acceleration of the input shaft when coupling or decoupling.

Abstract: A method for actuating a starting clutch in the power train of a hybrid vehicle, where during a starting phase of the combustion engine by means of an electric machine the starting clutch operating between them is engaged in a first starting phase by means of a pre-control and in a second starting phase depending on the acceleration of the crankshaft of the combustion engine.

Abstract: Provided is a power transmitting device that lets a motor in a hybrid vehicle be smaller and lighter, prevents internal resistance and inertia of the generator motor from becoming driving resistance, and can effectively utilize energy. Via a first clutch (10), power is transmitted from an input shaft (2) to a transmission shaft (3) but power transmission from the transmission shaft (3) to the input shaft (2) is blocked, and power transmission from the input shaft (2) to the transmission shaft (3) can be blocked. Via a second clutch (20), power is transmitted from the transmission shaft (3) to the input shaft (2), while power transmission from the input shaft (2) to the transmission shaft (3) is blocked. Thus, when driving using only the power of the engine (111), power transmission from the input shaft (2) to the transmission shaft (3) is blocked, thereby preventing transmission of power to a generator motor (112).

Abstract: An automobile driving system includes an engine and a transmission. The transmission includes a variable gear ratio mechanism and a gear ratio of the transmission can be set to infinity. A one-way clutch is provided at an output portion of the transmission. At a time of a engine stopping controller controlling to stop the engine, a transmission-and-control device uses inertia from the engine up to an input member of the one-way clutch as assisting force for driving operations of the variable gear ratio mechanism to change the gear ratio at the transmission to infinity or close to infinity, before the engine actually stops.

Abstract: The technique of the invention is applied to a motor vehicle where an engine and a first motor are linked to a driveshaft via a planetary gear mechanism, a second motor is linked to the driveshaft via a transmission, and a battery is arranged to receive and transmit electric power from and to the first motor and the second motor. In response to a deviation of the charge-discharge state of the battery from an allowable control range set as an allowable charge state range of the battery during an upshift, gear change control of the invention sets a gearshift condition change flag F1 to 1 (step S360) and sets a value N2 having a smaller absolute value than a value N1 to a target rotation speed change ?Nm2* of the second motor (step S380). The gear change control then sets a hydraulic pressure command Pb1* of a brake B1 included in the transmission to make an actual rotation speed change ?Nm2 of the second motor approach to the target rotation speed change ?Nm2* (step S400).

Abstract: A method of operating a drive train comprising a hybrid drive with a combustion engine and an electric motor; a transmission positioned between the hybrid drive and the output; and a clutch positioned between the combustion engine and the electric motor. When the electric motor exclusively drives the vehicle, the combustion engine can be started by engaging the clutch. At the time when the electric motor permanently or without traction force interruption is coupled to the output, and the rotational speed of the electric motor is greater than the starting rotational speed of the combustion engine, and a clutch, positioned between the combustion engine and the electric motor, is engagedly and disengagedly controlled so that the clutch is brought into slippage, via partial engagement, to start the combustion engine, and thereafter the clutch is completely disengaged before reaching a synchronous rotational speed between the combustion engine and the electric motor.