An ECU changes driving force characteristics in accordance with a changeover in mode, such that the vehicle driving torque for the same vehicle speed and the same accelerator opening degree becomes larger during a CD mode than during a CS mode. In changing the driving force characteristics in accordance with the changeover in mode, the ECU executes a slow change process such that the vehicle driving torque approaches a value after the changeover in mode from a value before the changeover in mode as time passes. In this slow change process, the speed of change in the vehicle driving torque in the slow change process is more strictly limited when the changeover in mode is made based on host vehicle position information than when the changeover in mode is made in accordance with the operation of a mode switch.

An OTA manager, when an activation switch of a vehicle is OFF, transmits a unique identifier of each electronic control unit acquired before the activation switch was switched from ON to OFF to an OTA server via a communication line and receives update data from the OTA server via the communication line, and after the activation switch was switched from OFF to ON, the OTA manager makes a comparison between the identifiers transmitted to the OTA server before the activation switch was switched from OFF to ON and the identifiers acquired after the activation switch was switched from OFF to ON.

An OTA manager, when an activation switch of a vehicle is OFF, transmits a unique identifier of each electronic control unit acquired before the activation switch was switched from ON to OFF to an OTA server via a communication line and receives update data from the OTA server via the communication line, and after the activation switch was switched from OFF to ON, the OTA manager makes a comparison between the identifiers transmitted to the OTA server before the activation switch was switched from OFF to ON and the identifiers acquired after the activation switch was switched from OFF to ON.

A control system for a hybrid vehicle, the hybrid vehicle includes an engine, a first motor, a second motor, a differential mechanism, and a clutch. The control system includes an electronic control unit. The electronic control unit is configured to: (a) set an EV mode in which a vehicle travels at least by drive power of the second motor among the first motor and the second motor in a state that the engine stops, (b) prohibit setting of the EV mode in a state that the clutch is fully engaged when a vehicle speed is at least equal to a predetermined first vehicle speed threshold value, and (c) prohibit setting of the EV mode in a state that the clutch is disengaged when the vehicle speed of the vehicle that travels in the EV mode is at most equal to a predetermined second vehicle speed threshold value.

A power controller of a hybrid vehicle includes: a first drive motor that drives any one of a front wheel and a rear wheel of a vehicle; an engine that drives the one wheel or the corresponding other one of the front wheel and the rear wheel of the vehicle through a clutch; a generator that is driven by the engine; and a voltage transformer that steps down generated electric power supplied to the first drive motor and a battery from the generator. The power controller limits passing power of the voltage transformer according to the temperature of the voltage transformer, and connects the clutch when the passing power of the voltage transformer is limited.

A power transmission device of the present invention is a power transmission device for a vehicle, including: a generator configured to be driven by power of an internal combustion engine; a travel motor configured to be driven by electric power generated by the generator and to drive a drive wheels; and the drive wheels configured to be driven by the power of the internal combustion engine or power of the travel motor. The power transmission device includes: a first power transmission path configured to transmit power between the travel motor and the drive wheels; and a first clutch mechanism configured to allow or interrupt power transmission through the first power transmission path.

A power transmission device of the present invention is a power transmission device for a vehicle, including: a generator configured to be driven by power of an internal combustion engine; a travel motor configured to be driven by electric power generated by the generator and to drive a drive wheels; and the drive wheels configured to be driven by the power of the internal combustion engine or power of the travel motor. The power transmission device includes: a first power transmission path configured to transmit power between the travel motor and the drive wheels; and a first clutch mechanism configured to allow or interrupt power transmission through the first power transmission path.

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 IVT provides substantially seamless shifting between the plurality of transmission modes.

Embodiments of the invention provide control means for a hybrid electric vehicle (HEV) operable to control first and second actuators of a vehicle to deliver motive torque to drive a vehicle, the control means being operable to control a vehicle to transition between a first mode in which a first actuator is substantially disconnected from a driveline of a vehicle and a second actuator delivers motive torque to drive a vehicle and a second mode in which a first actuator is connected to a driveline by means of a releasable torque transmitting means and the control means controls first and second actuators to deliver respective first and second actuator target torque split values to drive a vehicle thereby to provide a driver demanded drive torque, when a transition from the first mode to the second mode is required the control means being configured to control rotation of a first actuator by means of a speed control means towards a target first actuator speed and to control a releasable torque transmitting means to transition between an actuator disconnected condition and an actuator connected condition thereby to connect a first actuator to a driveline, the control means being further configured to ramp an amount of torque delivered by a first actuator towards a first actuator target torque split value, and to ramp an amount of torque delivered by a second actuator towards a second actuator target torque split value while retaining a total drive torque value provided to a vehicle substantially equal to a driver demanded torque, wherein the target first actuator speed is a speed greater than a speed at which a first actuator would rotate with a releasable torque transmitting means in the actuator connected condition.

Embodiments of the invention provide control means for a hybrid electric vehicle (HEV) operable to control first and second actuators of a vehicle to deliver motive torque to drive a vehicle, the control means being operable to control a vehicle to transition between a first mode in which a first actuator is substantially disconnected from a driveline of a vehicle and a second actuator delivers motive torque to drive a vehicle and a second mode in which a first actuator is connected to a driveline by means of a releasable torque transmitting means and the control means controls first and second actuators to deliver respective first and second actuator target torque split values to drive a vehicle thereby to provide a driver demanded drive torque, when a transition from the first mode to the second mode is required the control means being configured to control rotation of a first actuator by means of a speed control means towards a target first actuator speed and to control a releasable torque transmitting means to transition between an actuator disconnected condition and an actuator connected condition thereby to connect a first actuator to a driveline, the control means being further configured to ramp an amount of torque delivered by a first actuator towards a first actuator target torque split value, and to ramp an amount of torque delivered by a second actuator towards a second actuator target torque split value while retaining a total drive torque value provided to a vehicle substantially equal to a driver demanded torque, wherein the target first actuator speed is a speed greater than a speed at which a first actuator would rotate with a releasable torque transmitting means in the actuator connected condition.