A drive system for a hybrid motor vehicle with a motor shaft rotationally coupled to the output shaft of an internal combustion engine, a first and second electric motors with respective first and second rotor shafts arranged in a radially offset manner to each other, a drive part rotationally connected to the second rotor shaft and which can be rotationally connected to at least one wheel, and a transmission unit operatively installed between the motor shaft, the two rotor shafts, and the drive part. A shift device controls the shift position of the transmission unit such that the shift device rotationally connects the motor shaft to the first rotor shaft while the second rotor shaft is decoupled in a first shift position, the shift device rotationally connects the motor shaft both to the first and second rotor shafts in a second shift position, and the shift device rotationally connects the two rotor shafts together while the motor shaft is decoupled in a third shift position.

A power transmission system of hybrid electric vehicle includes an input shaft, counter shaft, an output shaft, first motor/generator, second motor/generator, first planetary gear set, second planetary gear set to selectively externally gear-connect fourth rotation element to third rotation element through counter shaft while being directly connected to counter shaft and to directly connect fifth rotation element to output shaft and selectively connect sixth rotation element to transmission housing, first transfer gear disposed between second rotation element and output shaft, second transfer gear disposed between third rotation element and counter shaft, variable direct connection device to selectively connect two of three rotation elements of second planetary gear set, and variable connection device to selectively connect sixth rotation element to transmission housing or selectively external gear-connect third rotation element to fourth rotation element.

A power transmission device for a hybrid vehicle has a first clutch device (1a) disposed in a drivetrain between an engine (E) and a driving wheel (D). A second clutch device (1b) disposed in a drivetrain extends from a motor (M) to the driving wheel (D). The oil pump (P), connected to the motor (M), supplies oil to a predetermined moving component disposed in the vehicle by using driving power of the motor (M). A transmission (A) is disposed in a drivetrain between the engine (E) and the motor (M) and the driving wheel (D). The transmission adjusts rotation speed of the motor (M). The power transmission device supplying oil by causing the motor (M) to rotate the oil pump (P) at an appropriate rotation speed.

A power transmission system includes first differential mechanism connected to an engine, and second differential mechanism. The first differential mechanism includes a first rotating element connected to the engine, and second and third rotating elements. The second differential mechanism includes a fourth rotating element connected to second rotating element, fifth rotating element connected to a first electric rotary machine, and sixth rotating element that is an output element of the second differential mechanism. The power transmission system further includes at least one of a first clutch and brake, and a second clutch. The first clutch is configured to releasably couple two of the first, second and third rotating elements to each other. The brake is configured to releasably couple the third rotating element to a stationary element. The second clutch is configured to releasably couple the third rotating element to one of the fifth and sixth rotating elements.

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.

A control system for a hybrid vehicle configured to avoid a sudden and significant reduction in a drive torque generated by a motor during high load operation. A controller comprises a determiner that determines a satisfaction of a predetermined condition, and a power limiter that restricts an upper limit of an output power of an electric storage device supplied to the motor upon satisfaction of the predetermined condition, to a restricted upper limit value which is smaller than a normal upper limit value set in a case that the predetermined condition is not satisfied.

A drive unit is provided for hybrid vehicles capable of reducing electric power consumption during propulsion in an EV mode. The drive unit includes a first planetary gear unit to which an engine is connected, and a second planetary gear unit connected to a third rotary element of the first planetary gear unit. The drive unit includes a first engagement device that connects a first rotary element of the first planetary gear unit and a sixth rotary element of the second planetary gear unit, and a second engagement device that connects a fourth rotary element and the sixth rotary element of the second planetary gear unit.

The motor cooling system circulates cooling oil for cooling a motor. A transmission is configured to change a rotation speed ratio of an output shaft with respect to an input shaft by changing a rotation speed of the motor. A transmission case has an output shaft case for housing the output shaft. The output shaft case is positioned forward of the motor and protrudes to a position below the motor. The motor cooling system has a cooling oil tank for storing the cooling oil and a cooling oil pipe which connects a cooling oil tank and the motor. The cooling oil tank is positioned behind the output shaft case and under the motor.

A power transmission includes first and second clutches for switching a transmission path for a driving force. A work vehicle includes a clutch controlling unit and an engine controlling unit. The clutch controlling unit is configured to determine which of first and second modes the transmission path is switched into based on which of a range of greater than or equal to a mode switching threshold and a range of less than or equal to the mode switching threshold a speed ratio parameter falls into, and is configured to output a clutch command signal causing one of the first and second clutches to be engaged corresponding to the determined mode. The engine controlling unit is configured to apply an offset to a rotational speed of an input shaft such that after switching into the determined mode, the speed ratio parameter deviates from the mode switching threshold in the switched mode.

A transmission for a hybrid vehicle includes a planetary gear set including at least three rotary members of which one is connected to an engine. A first anti-rotator selectively restricts rotation of the rotary member connected to the engine. A first motor generator is connected to another one of the rotary members of the planetary gear set. A second motor generator is connected to the remaining one of the rotary members of the planetary gear set. An output shaft has a first output gear thereon, which is externally engaged with the rotary member connected to the first motor generator. A second anti-rotator selectively restricts rotation of the rotary member connected to the second motor generator.