A control apparatus is provided for a vehicle that includes (i) an engine serving as a drive power source, (ii) a motor/generator serving as the drive power source and (iii) a mechanically-operated transmission mechanism that constitutes a part of a power transmitting path between the drive power source and drive wheels of the vehicle. The control apparatus includes a shift control portion is configured, when an input torque inputted to the mechanically-operated transmission mechanism is to be controlled in process of a coasting shift-down action executed in the mechanically-operated transmission mechanism, to determine an upper limit value of the input torque inputted to the mechanically-operated transmission mechanism in the process of the coasting shift-down action, such that the determined upper limit value is lower during operation of the engine than during stop of the engine.

A method is provided to control a hybrid powertrain comprising an internal combustion engine, a gearbox, a range gearbox, and two electrical machines to achieve a shift operation from a low range position to a high range position with minimal to no torque interruption and optimal brake regeneration, on the one hand, and a large torque and a lame number of gear steps are achieved on the other hand.

A method is provided for controlling a hybrid powertrain comprising a combustion engine, a gearbox, a range gearbox, and two electrical machines to achieve a shift operation from a low range position to a high range position with minimal to no torque interruption and optimal brake regeneration, on the one hand, and a large torque and a large number of gear steps are achieved on the other hand.

Provided herein is a vehicle including an engine; a first motor/generator; a second motor/generator; a variator; and a controller configured to detect an energy dissipation mode of operation, wherein the controller commands a change in the variator ratio based on the energy dissipation mode.

The present disclosure relates to a transmission for a vehicle having a power source, the transmission comprising: an input member for receiving power from the power source; an output member for outputting power to at least one component of the vehicle; at least one power split gear set having a plurality of members and operatively connected between said input member and said output member; an electromagnetic variator having a stator, an outer rotor and an inner rotor; wherein the inner rotor is at least partially received in the outer rotor and the electromagnetic variator is configured to provide variable torque transmission ratios between the outer rotor and inner rotor; and wherein said first and second rotors are each operatively connectable to different ones of said members of said power split gear set and are each operatively connectable to the input member to be driven thereby.

A power transmission device of a work vehicle includes a motor control unit that controls first and second motors to keep the transmission speed ratio at a maximum value when a vehicle speed is greater than a second vehicle speed where the transmission speed ratio reaches the maximum value obtainable by the power transmission device, and less than a third vehicle speed where a rotation speed of the second motor reaches a predetermined limit value. A controller increases a rotation speed of an engine from a second rotation speed of the engine when the vehicle speed is greater than the second vehicle speed and less than a third vehicle speed, and increases the rotation speed of the engine from a third rotation speed of the engine when the vehicle speed is greater than the third vehicle speed.

An input shaft (1) connectable to an engine (5), an output gear (2), a transmission case (3) and a Ravigneaux planetary gear unit (4) are provided. Four rotational elements of the Ravigneaux planetary gear unit (4) are a single pinion side sun gear (Ss), a carrier (C), a ring gear (R) and a double pinion side sun gear (Sd) which are arranged orderly on a common speed diagram. The single pinion side sun gear (Ss) is constantly connected to a motor/generator (6), and the ring gear (R) is constantly connected to the output gear (2). And, with usage of a low & reverse clutch (L&R/C), a high clutch (H/C) and a low brake (L/B), a first speed (1st), a second speed (2nd), a third speed (3rd) and a stepless change speed (eCVT) are established.

An infinitely variable transmission (IVT) includes a double planetary gearset with first, second, and third transmission components. The IVT includes a single planetary gearset with fourth, fifth, and sixth transmission components. In one mode, a first set of clutches is engaged, allowing transmission of engine power to the first transmission component, and allowing transmission of IVP power between a second IVP machine and the second transmission component. The third transmission component combines the engine power and the IVP power into first combined power that is transmitted from the third transmission component to the fourth transmission component. The fifth transmission component transmits return power to an engine shaft, and the sixth transmission component combines the first combined power and the return power into second combined power that is output to an output shaft for rotating the output shaft at a range of rotational speeds.

A vehicle is provided with a continuously variable transmission device and an electric control unit controlling an engine, a motor generator, and the continuously variable transmission device. The electric control unit selects any one of a plurality of operation modes, having different correlations between a driver's accelerator operation amount and a control throttle opening, to suit driver's requests, and performs a number-of-revolutions increase control for increasing an engine rotation speed according to at least one of elapsed time from a time point of a vehicle speed increase and elapsed time from a time point of an acceleration request in a case where the control throttle opening exceeds a predetermined threshold. The electric control unit controls the engine to suppress the engine rotation speed change due to a change of the operation mode in a case where the control throttle opening is changed across the predetermined threshold in response to the change of the operation mode.

An infinitely variable transmission (IVT) provides a plurality of transmission modes. At least one mode is a serial mode and at least one other mode is a split-path mode. The serial mode may provide a powered zero and creeper ground speeds. The split-path mode(s) may provide higher field speeds.