A method is provided to control a hybrid powertrain comprising an internal combustion engine; a gearbox with input and output shafts; a range gearbox, connected to the output shaft; a first planetary gear, connected to the input shaft; a second planetary gear, connected to the first planetary gear; a first electrical machine, connected to the first planetary gear; a second electrical machine, connected to the second planetary gear; at least one gear pair, connected with the first planetary gear and the output shaft; and at least one gear pair, connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft. The method comprises the steps: a) engaging a gear by way of connecting two rotatable components in the first planetary gear; b) connecting the at least one gear pair, connected with the second planetary gear and the output shaft; c) connecting a sixth gear pair, arranged between a countershaft and the range gearbox with the countershaft, so that the countershaft is connected with the output shaft via the range gearbox; d) controlling the range gearbox from a low range position to a neutral state, in which no torque transmission occurs through the range gearbox; e) controlling two rotatable components in the range gearbox towards achieving a synchronized rotational speed with the assistance of the first electrical machine; f) connecting the rotatable components with the use of a shiftable third clutch device; and g) engaging a gear by way of connecting two rotatable components in the second planetary gear.

A driving control mechanism includes: a motor that is coupled to a driving wheel; a transmission that is coupled to the driving wheel; and an internal combustion engine that is coupled to an input shaft of the transmission. In a first state in which a driving force of the motor is transmitted to the driving wheel and a driving force of the internal combustion engine is not transmitted to the driving wheel, the transmission reduces a transmission gear ratio to a value less than a target transmission gear ratio according to a requested driving force when a transition request to a second state in which driving forces of the motor and the internal combustion engine are transmitted to the driving wheel is issued. The motor increases a driving force to be transmitted to the driving wheel when the transition request is issued.

The power-transmission device has an input shaft, an output shaft, a gear mechanism, and a motor. The gear mechanism includes a plurality of planetary gear mechanisms and a mode-switching mechanism, and transmits the rotations of the input shaft to the output shaft. The mode-switching mechanism selectively switches the drive-power transmission path of the power-transmission device between a plurality of modes. The motor is connected to the rotating elements of the planetary gear mechanisms. A target-input-torque determination unit determines the target input torque, which is a target value for the torque to be inputted to the power-transmission device. The target-output-torque determination unit determines the target output torque, which is a target value for the torque to be outputted from the power-transmission device. The command-torque determination unit uses the torque balance information to determine torque commands to the motor from the target input torque and the target output torque.

Even when a motor fails in an EV travel mode in which a clutch is disengaged, an amount of hydraulic oil that is supplied to the clutch can be secured by reducing a transmission leaked amount. Accordingly, the clutch can be engaged, and an oil pump can be driven by power of an engine. Thus, an evacuation travel by the engine is allowed when the motor fails in the EV travel mode.

A hybrid powertrain that includes a combustion engine (4); a gearbox (2) with an input shaft (8) and an output shaft (20); a first planetary gear (10) connected to the input shaft (8) a second planetary gear (12) connected to the first planetary gear (10); a first electrical machine (14) connected to the first planetary gear (10); a second electrical machine (16) connected to the second planetary gear (12); a first gear pair (G1, 60) and a third gear pair (G1, 72) situated between the first planetary gear (10) and the output shaft (20); and a second gear pair (66) and a fourth gear pair (G2, 78) situated between the second planetary gear (12) and the output shaft (20); a countershaft (18) provided between the respective first and the second planetary gears (10, 12) and the output shaft (2), and (18) connected to the output shaft (20) via a fifth gear pair (G3M 21). Also, disclosed is a method for controlling the hybrid powertrain. Also a method for controlling a hybrid powertrain (3) and a computer program (P) for controlling the hybrid powertrain (3).

A control device for a vehicle drive device having a speed change mechanism that attains a predetermined shift speed by engaging multiple engagement elements. The control device predicts an amount of heat generation and determines whether any jumping shift from the current shift speed to the shift speed that is the multiple shift speeds higher or lower than the current shift speed can be permitted or not between the current shift speed and the target shift speed, and if the jumping shift can be permitted, the control unit performs the jumping shift and controls the speed change mechanism so as to shift the shift speed from the current shift speed to the target shift speed.

A gear engagement method for a hybrid vehicle includes detecting whether or not baulking occurs when a controller attempts to engage a target gear via a synchronizer. The gear engagement method also includes checking, by the controller, for a stationary state of the vehicle if the result of the detecting shows that there is baulking. The gear engagement method also includes engaging, by the controller via the synchronizer, a different gear that shares a same input shaft with the target gear if the result of the checking shows that the vehicle is in a stationary state. The gear engagement method also includes reattempting an engagement with the target gear after disengaging the different gear. The disengaging and the reattempting are performed by the controller via the synchronizer after the engaging.

A hydraulic pressure control device of a vehicle driving device, the hydraulic pressure control device includes a range switcher having a first signal solenoid valve capable of supplying a first signal pressure and a spool switchable between a first position reached via the first signal pressure and a second position reached via a biasing force of a biasing member.

An apparatus for controlling an electric oil pump (EOP) includes a controller calculating first revolutions per minute (RPM), second RPM and third RPM, the first RPM being EOP RPM required for control of a brake in a transmission, the second RPM being EOP RPM required for cooling of a plurality of motors, and the third RPM being EOP RPM required for lubrication of the plurality of motors, the controller comparing the second RPM with the third RPM and driving the EOP at an RPM obtained by adding the first RPM to the greater of the second RPM and the third RPM.

A method is provided to control a hybrid powertrain to achieve a desired engine speed in a combustion engine, said powertrain comprising: a gearbox with input and output shafts with the combustion engine connected to the input shaft; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectfully connected to the first and second planetary gears; first gear pair connected with the first main shaft; and second gear pair connected with the second main shaft. The method comprises a) ensuring that two rotatable components in the first planetary gear are connected; b) ensuring that all rotatable components in the second planetary gear are disconnected; c) ensuring that a gear is engaged in the first gear pair, d) ensuring that the second gear pair is disconnected; e) controlling the second electrical machine so that a desired torque is achieved in the output shaft; f) controlling the combustion engine to a desired engine speed; and g) controlling the first electrical machine so that a desired total power consumption for the first and the second electrical machines is achieved.