In a vehicle including an engine, drive wheels, a power transmission system, and an electronic control unit, during shifting of an automatic transmission, a hydraulic command value of a clutch is set to a higher value as an engine power command value is larger, so that a shift or change of the speed ratio proceeds in an electronic continuously variable transmission and the automatic transmission, in accordance with engine power as a product of the engine speed and engine torque, rather than torque of the engine, etc.

A plurality of virtual gear positions are established by an electric continuously variable transmission, and the number of speeds of the virtual gear positions is equal to or larger than the number of speeds of mechanical gear positions of a mechanical stepwise variable transmission. One or two or more virtual gear positions is/are assigned to each mechanical gear position, and shifts among the mechanical gear positions are performed in the same timing as the shift timing of the virtual gear positions. Thus, shifting of the mechanical stepwise variable transmission is accompanied by change of the engine speed Ne, and the driver is less likely to feel uncomfortable even if shift shock occurs during shifting of the mechanical stepwise variable transmission.

A transmission (G) includes an input shaft (GW1), an output shaft (GW2), an electric machine (EM), a plurality of planetary gear sets (P1-P3; 2P1-2P5), and gear-implementing shift elements (S1-S6; 2S1-2S5). Via engagement of a first of the gear-implementing shift elements (S1, 2S1), which is a force-locking shift element having a variable torque transmission capacity, the input shaft (GW1) and an element (E1, 22E1) of one of the planetary gear sets (P3; 2P4) can be brought into a fixed rotational speed relationship with respect to each other. Another element (E2, 22E2a, 22E2b) of one of the planetary gear sets (P1, 2P3, 2P5) is permanently connected to a rotor (R) of the electric machine (EM). By engaging an auxiliary shift element (ZS, 2ZSa, 2ZSb), which is a form-locking shift element, the rotor (R) and the input shaft (GW1) can be brought into a fixed rotational speed relationship with respect to each other.

A transmission (G) includes an input shaft (GW1), an output shaft (GW2), an electric machine (EM), a plurality of planetary gear sets (P1-P3; 2P1-2P5), and gear-implementing shift elements (S1-S6; 2S1-2S5). Via engagement of a first of the gear-implementing shift elements (S1, 2S1), which is a force-locking shift element having a variable torque transmission capacity, the input shaft (GW1) and an element (E1, 22E1) of one of the planetary gear sets (P3; 2P4) can be brought into a fixed rotational speed relationship with respect to each other. Another element (E2, 22E2a, 22E2b) of one of the planetary gear sets (P1, 2P3, 2P5) is permanently connected to a rotor (R) of the electric machine (EM). By engaging an auxiliary shift element (ZS, 2ZSa, 2ZSb), which is a form-locking shift element, the rotor (R) and the input shaft (GW1) can be brought into a fixed rotational speed relationship with respect to each other.

Systems and methods for operating a transmission of a hybrid vehicle's driveline are presented. In one example, the systems and methods adjust operation of an electrically driven transmission pump that supplies transmission fluid to one or more transmission components in response to a rotational stopping position of a mechanically drive transmission pump.

Systems and methods for operating a transmission of a hybrid vehicle's driveline are presented. In one example, the systems and methods adjust operation of an electrically driven transmission pump that supplies transmission fluid to one or more transmission components in response to a rotational stopping position of a mechanically drive transmission pump.

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 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 vehicle includes an engine, a motor selectively coupled to the engine, a transmission selectively coupled to the motor, and a controller. The motor is able to operate as a motor (to provide torque to the transmission) and a generator (to charge a battery). In one mode, the controller can command the engine to both propel the vehicle and provide torque to the motor to charge the battery. The controller estimates the maximum available engine torque in the current gear and maintains the vehicle in the current gear of the transmission. And, the controller commands the motor to charge the battery by a magnitude based on the difference between driver demanded torque and an estimated maximum available engine torque in a current gear of the transmission. This allows the engine to operate at (or near) its maximum torque output to fulfill driver demands and charge the battery while inhibiting downshifting.

A vehicle includes an engine, a motor selectively coupled to the engine, a transmission selectively coupled to the motor, and a controller. The motor is able to operate as a motor (to provide torque to the transmission) and a generator (to charge a battery). In one mode, the controller can command the engine to both propel the vehicle and provide torque to the motor to charge the battery. The controller estimates the maximum available engine torque in the current gear and maintains the vehicle in the current gear of the transmission. And, the controller commands the motor to charge the battery by a magnitude based on the difference between driver demanded torque and an estimated maximum available engine torque in a current gear of the transmission. This allows the engine to operate at (or near) its maximum torque output to fulfill driver demands and charge the battery while inhibiting downshifting.