A vehicle drive system includes a slip acquisition unit that acquires that an excessive slip of front wheels or rear wheels has occurred, an addition slip point calculating unit that calculates addition slip points in a time-discrete manner, based on the slip acquisition unit having acquired that the excessive slip has occurred, a cumulative slip point calculating unit that accumulates the addition slip points and calculates a cumulative slip point over time, a drive state switching unit that, switches between 2WD and AWD based on cumulative slip points, and an increase forbidding determination unit that forbids addition or accumulation of the addition slip points, or increase of the cumulative slip points, in a case where a lateral acceleration correlation value that has correlation with lateral acceleration of the vehicle exceeds a lateral acceleration threshold value.

A rear wheel driving device includes first and second electric motors, a wet multi-plate type hydraulic brake provided on motive power transmission paths between the first and second electric motors and rear wheels Wr and causing the drive source side and the wheel side to become disconnected state or connected state by being released or fastened, and a control device that controls switching between the disconnected state and the connected state of the hydraulic brake and controls a vehicle speed. The rear wheel driving device further includes a viscosity acquisition unit that acquires a viscosity correlation amount of oil provided to cool plates of the wet multi-plate type hydraulic brake, and the control device fastens the hydraulic brake or maintains fastening thereof and controls the vehicle speed to lower than a first speed in a case where the viscosity correlation amount is a first prescribed value or higher.

A method for controlling a drive train of a hybrid vehicle which includes an internal combustion engine, an electric machine that is operated as a motor or generator, and a transmission. Energy is recovered in the overrun operation of the vehicle by operating the electric machine in generator mode. The transmission has at least one free-wheel-connected low forward gear that only transmits traction torque, and at least one free-wheel-free high forward gear. When the free-wheel-connected low forward gear is engaged and the vehicle transitions into the overrun operation, or the driver requests a transition into the overrun operation by selecting the free-wheel-connected low forward gear, an overrun torque is set via the free-wheel-free high forward gear by a generator operation of the electric machine for energy recovery. The overrun torque thereby substantially corresponds to an overrun torque of a free-wheel-free configuration of the free-wheel-connected low forward gear.

A control system for a hybrid vehicle that shift an operating mode to an appropriate mode from a low mode or high mode. The hybrid vehicle comprises a power split mechanism connected to an engine and a first motor. When a required brake torque of a prime mover cannot be achieved during propulsion in an operating mode established by engaging one of clutches while stopping the engine, the control system excites a motoring of the engine by the first motor while maintaining engagement of the clutch engaged to establish the current operating mode.

A vehicle including a housing supported on a framework member of the vehicle via a supporting member, a liquid medium supply unit fixed to the housing and driven by a motor to supply a liquid medium to a cooled or lubricated portion, and a first atmosphere communicating mechanism that establishes a communication between an inside of a motor portion of the liquid medium supply unit and atmosphere, the first atmosphere communicating mechanism including a volumetric member that is disposed apart from the liquid medium supply unit in a position higher than the liquid medium supply unit, that has a predetermined volumetric space, and that is fixed to the housing.

A vehicle includes a motor disposed so as to be offset to one side with respect to a center of the vehicle in a front-to-rear direction and a frame member for supporting the motor via at least two supporting devices. A first fixing portion which is situated relatively closer to the one side is formed in a higher position in a vertical direction than a second fixing portion which is situated closer to the other side. An electric wire fixing portion of the motor is formed in a position below an imaginary straight line which passes through a center of the first fixing portion and a center of the second fixing portion, in a side view of the motor.

A power train for an electric vehicle may include an input shaft to which a motor is fixedly connected; a driving gear rotatably mounted on the input shaft; an output shaft disposed in parallel to the input shaft; a driven gear fixed to the output shaft and gear-engaged with the driving gear; a planetary gear set including first, second and third rotation elements wherein the first rotation element is fixedly connected to the input shaft and the second rotation element is fixedly connected to the driving gear, and the third rotation element is restrained from rotating; a friction clutch configured for selectively connecting the input shaft to the driving gear and configured for selectively connecting the input shaft to the driving gear; and a restraining device provided to the third rotation element to implement two states so that only one-way rotation of the third rotation element of the planetary gear set is restrained or two-way rotation thereof is restrained.

Improvements to a hydro-mechanical transmission based on fixed displacement pump/motors rather than variable displacement pump/motors are disclosed. These include rpm-changing gears on the input and the output pump/motors which allow the pump/motors to be operated at their maximum rated rpm and facilitate compact packaging. A novel selectable clutch configuration is part of the packaging arrangement. The addition of a two-speed all mechanical transmission on the output extends the useful range of a mechanical bypass of the hydraulic transmission intended for cruising.

A transmission for an at least partially electrically driven vehicle includes two electric machines which are rotationally driveable in a first direction and in a second direction. The transmission further includes an output shaft at least indirectly operatively connected to the first and second electric machines, a first freewheel clutch that at least indirectly transmits a drive power of the first electric machine to the output shaft with a first ratio when the first electric machine rotates in the first direction, and a second freewheel clutch that at least indirectly transmits the drive power of the first electric machine to the output shaft with a second ratio when the first electric machine rotates in the second direction. Additionally, the transmission includes at least one first gear stage in power flow between the first or second freewheel clutch and the output shaft to rotate the output shaft in a third direction.

A motor vehicle includes a transmission and a transmission fluid pump for transport of transmission oil to and within the transmission. The transmission fluid pump has a moving element which is coupled to a summation shaft of a planetary gear train. The planetary gear train has a ring gear which is operated by a first drive, and a sun gear which is operated by a second drive. A freewheel mechanism is arranged between the sun gear or a shaft connected to the sun gear and a further element so that the second drive can be switched off, when the first drive operates at high speeds while yet maintaining proper operation of the transmission fluid pump.