A power transmission apparatus of a hybrid electric vehicle may include, a first shaft fixedly connected to an engine, a second shaft selectively connectable to the first shaft and fixedly connected to a motor-generator, a third shaft disposed on a same axis with the first shaft and selectively connectable to the second shaft, a fourth shaft disposed coaxially with the third shaft without rotational interference therebetween, a fifth shaft disposed in parallel with the third shaft and the fourth shaft and externally gear-meshed with the third shaft and the fourth shaft, a sixth shaft disposed in parallel with the third shaft and the fourth shaft and externally gear-meshed with the third shaft and the fourth shaft, a planetary gear set having three elements, one element being fixedly connected to the second shaft, another element being selectively connectable to a transmission housing, and a remaining element being fixedly connected to the fourth shaft, and four gear sets forming external gear engagements between the first shaft, the second shaft, the third shaft, the fourth shaft, the fifth shaft and the sixth shaft.

A vehicle is provided with a transmission having an inductor assembly. The inductor assembly is mounted within the transmission such that it is directly cooled by transmission fluid through at least one of spraying, splashing and immersion. The transmission includes at least one gear that is configured to, when rotating, transmit torque between an input and output of the transmission and splash fluid onto the inductor assembly to cool the inductor assembly.

Some embodiments of the present disclosure provide a hybrid coupling mechanism and a motor vehicle. The hybrid coupling mechanism includes a fuel driven mechanism, a single row planetary gear mechanism, a clutch, an intermediate connecting shaft structure, a compound planetary gear mechanism, a first electric driving mechanism, a second electric driving mechanism and a power output mechanism, wherein the fuel driven mechanism, the first electric driving mechanism and the second electric driving mechanism are connected for output by the single row planetary gear mechanism and the compound planetary gear mechanism, and finally, power output is carried out by the power output mechanism.

An automatic transmission for a motor vehicle having an internal combustion engine includes at least two fixed gear ratios, a transmission shaft, a planetary gearbox, a shaft, two shift elements, and a variator. A first side of the variator can be coupled to the transmission shaft for torque transmission and a second side of the variator can be coupled to the planetary gearbox via the shaft in order to adjust the gear ratio.

A power system for a hybrid vehicle includes a first planetary gear mechanism and a second planetary gear mechanism that cooperate with each other, wherein a first sun gear rotates with a first input shaft, a second sun gear and the first input shaft are independent from each other, the second sun gear achieve different movement states through a first brake, a second brake and a second clutch, to provide different transmission ratios, so that the power system is simple in structure, low in cost and more flexible in adaptability. Further, a second electric motor is connected with the first input shaft through a third planetary gear mechanism, can reduce the speed of the second electric motor through the planetary gear mechanism, and increase the torque, to effectively reduce the size of the second electric motor or improve the acceleration performance of the vehicle.

A multi-mode continuously variable transmission with both speed coupling and torque coupling includes an engine-power input assembly, a hydraulic transmission assembly, a motor transmission assembly, a planetary gear assembly, an output member, a clutch assembly, and a brake assembly, wherein an output end of the planetary gear assembly is connected to the output member, the clutch assembly connects the engine-power input assembly, the hydraulic transmission assembly, and the motor transmission assembly to an input end of the planetary gear assembly, and the clutch assembly connects the engine-power input assembly to the hydraulic transmission assembly; and the clutch assembly and the brake assembly provide a continuously changing transmission ratio between the engine-power input assembly or/and the motor transmission assembly and the output member.

When the required driving force is larger than the first upper limit driving force, the control device sets a target compensation power of a power storage device, based on a difference between the required driving force and the first upper limit driving force. Further, the control device gradually increases a working compensation power toward the target compensation power when the gear ratio of the stepped transmission is changed, compared with an increase in the working compensation power when the gear ratio of the stepped transmission is not changed.

A vehicle control system configured to achieve a required drive force and a required brake force in the process of shifting the operating mode. A first ratio is defined as a ratio of: an electric power exchanged between the first motor and a battery; to a power of a first motor to shift an operating mode. A second ratio is defined as a ratio of: an electric power exchanged between the second motor and the battery; to a power of a second motor to achieve a required power to drive or decelerate the vehicle. The first ratio is reduced smaller than the second ratio when a condition to shift the operating mode from a disconnecting mode to another mode.

A temperature estimation device for friction engaging elements including an execution device and a storage device is provided. The storage device stores mapping data that defines mapping. The mapping includes, as an input variable, a heat amount variable that is a variable indicating an amount of heat generated by the friction engaging elements during the shifting of the transmission and a shifting variable indicating the friction engaging elements to be engaged at the time of the shifting of the transmission, and, as an output variable, the temperature. The execution device executes an acquisition process of acquiring a value of the input variable and a calculation process of inputting the value of the input variable acquired by the acquisition process into the mapping to calculate a value of the output variable.

An abnormality determination device is applied to a vehicle provided with a transmission configured to transmit power by rotation of a shaft. The abnormality determination device includes a processor and a memory. The memory configured to store mapping data that is data that defines mapping learned by machine learning. The processor is configured to execute an acquisition process and a determination process. The acquisition process is a process of acquiring a variable indicating a time-series data of a rotation speed of the shaft and using the variable as a value of an input variable of the mapping. The determination process is a process of determining whether an abnormality has occurred in the transmission based on a value of the output variable acquired using the value of the input variable and the mapping.