The present invention relates to a hybrid powertrain and method of controlling same, the hybrid powertrain comprising an internal combustion engine; a gearbox with an input and an output shaft; 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; one gear pair connected with the first planetary gear and the output shaft; and 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 range gearbox comprises a third planetary gear with a third sun wheel and a third planetary wheel carrier and a fourth clutch device arranged to connect and disconnect the third sun wheel with/from the third planetary wheel carrier.

A control device in a hybrid vehicle in which control is performed so that the hybrid vehicle can travel using only one shift mechanism from two shift mechanisms is provided. The control device in the hybrid vehicle includes: a transmission including: a first input shaft connected to a motor and optionally connected to an engine; a second input shaft optionally connected to the engine; an output shaft configured to output to power to drive wheels; a first shift mechanism including a plurality of shift gears optionally coupled to the first input shaft; and a second shift mechanism including a plurality of other shift gears optionally coupled to the second input shaft; and an electronic control unit (ECU), wherein the ECU starts the engine with the first input shaft using the motor if none of the shift gears in the first shift mechanism is engaged when the engine is not operating.

A shift control device is configured to control switching between shift stages in a multi-stage automatic transmission such that a gear ratio selected at a predetermined vehicle speed and selected in a regenerative traveling mode that is a boundary region with respect to an EV traveling mode becomes greater than a gear ratio selected at the predetermined vehicle speed and selected in an HV traveling mode that is a boundary region with respect to the EV traveling mode, and is configured to control the switching between the shift stages such that a gear ratio of a shift stage selected when the traveling mode is switched from the regenerative traveling mode to the EV traveling mode is greater than a gear ratio of a shift stage selected when the traveling mode is switched from the HV traveling mode to the EV traveling mode under the same vehicle speed and parameter.

Disclosed herein are a hybrid vehicle and method of controlling a transmission therefor, and more particularly, a method of controlling a transmission capable of predicting a driver's required torque to reduce unnecessary gear-shifts and improve fuel efficiency, and a hybrid vehicle for performing the same. In one aspect of the present invention, a method of controlling a transmission of a parallel type hybrid vehicle may include determining a first torque, the first torque being a current required torque, determining a second torque, the second torque being a required torque expected to be generated at a near-future time after a current time, comparing, when the first torque is greater than or equal to a first threshold, the second torque with a second threshold set according to the near-future time, and performing downshifting when the second torque is greater than or equal to the second threshold as a result of the comparison.

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.

A method is provided to control a hybrid powertrain, comprising a combustion engine; a gearbox with an input shaft connected to the combustion engine and an output shaft; a first planetary gear connected to the input shaft a second planetary gear connected to the first planetary gear; first and second electrical machines respectively connected to the first and second planetary gears; first gear pair connected with the first planetary gear and the output shaft; and second gear pair connected with the second planetary gear and the output shaft. The method comprises: a) engaging gears corresponding to the first gear pair and to the second gear pair; and b) connecting a second sun wheel, arranged in the second planetary gear and a second planetary wheel carrier with each other, with the use of a second coupling device.

An electronic control unit controls a motor so that a torque applied to an input shaft does not exceed an upper limit torque. The electronic control unit sets so as to restrict the upper limit torque from a first torque to a second torque smaller than the first torque, and then return the upper limit torque to the first torque more gradually when a first condition that a driver is assumed to have felt a decrease in driving force output to driving wheels is met before the upper limit torque is returned than when the first condition is not met.

A method of controlling a continuously variable transmission includes monitoring powertrain operating conditions, and calculating, via an electronic controller, a commanded clamping force based on the powertrain operating conditions, wherein the commanded clamping force includes a commanded clamping force of an input pulley and a commanded clamping force of an output pulley on the endless rotatable device. The method also includes activating, via the electronic controller, at least one of the input actuator and the output actuator such that an axial component of the input wedge force and the axial force of the input actuator together provide the commanded clamping force of the input pulley, and an axial component of the output wedge force and the axial force of the output actuator together provide the commanded clamping force of the output pulley.

A gearbox having an input shaft (8) and an output shaft (20); a first epicyclic gear (10) connected to the input shaft (8); a second epicyclic gear (12) connected to the first epicyclic gear (10); a first electrical machine (14) connected to the first epicyclic gear (10); a second electrical machine (16) connected to the second epicyclic gear (12); a first main shaft (34) connected to the first epicyclic gear (10); a second main shaft (36) connected to the second epicyclic gear (12). A first coupling unit (56) disengagingly connects two rotatable components (22, 26, 50) at the first epicyclic gear (10), and a second coupling unit (58) disengagingly connects two rotatable components (28, 32, 51) at the second epicyclic gear (12), such that at least one of the rate of revolution and the torque at the first and the second main shafts (34, 36) can be influenced by controlling at least one of the first and the second coupling units (56, 58) to a condition of the rotatable components (22, 26, 50; 28, 32, 51) that is engaged or disengaged. Also a vehicle (1) having such a gearbox (2), a method to control such a gearbox (2), a computer program (P) to control a gearbox, and a computer program product comprising program code for an electronic control unit (48) or another computer (53) in order to implement the method.

Drive mechanism (1) for a motor vehicle (6), comprising a dual clutch transmission (10) that includes a first powertrain (13), which can be connected to a first drive unit (2) via a first clutch (21), and a second powertrain (14), which can be connected to the first drive unit (2) via a second clutch (22), the first powertrain (13) being securely coupled to a second drive unit (3); when shifting gears in the dual clutch trans-mission (10), the second drive unit (3) supplies a predefined drive torque.