A device for controlling an electronic four-wheel drive (E-4WD) of a vehicle includes: a first powertrain for a front wheel, where the first powertrain includes an engine, and a front wheel motor; and a second powertrain for a rear wheel, where the second powertrain includes a rear wheel motor. The device provides a rear wheel motor driving mode, a front wheel motor driving mode, a combined driving mode in which the front wheel motor and the rear wheel motor are both driven, and an engine-on mode according to driver power demand for the vehicle, such that fuel efficiency of the vehicle is improved.

Disclosed are a hybrid electric vehicle and an engine control method therefor that are capable of reducing entry of an engine into a full-load drive mode. The method includes determining whether the extent of depression of an accelerator pedal (APS) may be equal to or greater than a reference value set as a condition for entry of an engine into a full-load drive mode, determining a part-load torque corresponding to the maximum torque in a part-load drive mode of the engine and a motor torque corresponding to the maximum torque of a motor when the extent of depression of the accelerator pedal may be equal to or greater than the reference value, comparing the sum of the part-load torque and the motor torque with a driver demand torque, and controlling the engine in the full-load drive mode or the part-load drive mode depending on a result of the comparing.

A torque transmitting system, a drive unit, and a drive assembly are provided. The torque transmitting system includes a torque transmitting element and a support element which supports it via rotary bearings. The torque transmitting element has a first connection device for coupling to a first assembly in a rotationally fixed manner and a second connection device for coupling to a second assembly. One of the two elements forms a substantially hollow cylindrical shoulder, and the respective other element forms the outer cylindrical face and, correspondingly thereto, the inner face of a hollow cylinder radially outwards. The shoulder is arranged between the outer face and the inner face in a radial direction. A first rotary bearing is arranged between the outer face and the shoulder, and a second rotary bearing is arranged between the shoulder and the inner face. By using the torque transmitting system, less axial installation space is.

An object of the present invention is to realize a control device having operation continuity at the time of failure with less redundancy and reduce cost.

Provided is a vehicle control system including a transmission unit that transmits energy to a driving wheel, a first control unit that controls the transmission unit, a first source that inputs energy to the transmission unit, a second source that inputs energy to the transmission unit, a second control unit that controls the first source, and a third control unit that controls the second source, wherein when the first control unit fails, the second control unit or the third control unit controls the transmission unit.

An object of the present invention is to realize a control device having operation continuity at the time of failure with less redundancy and reduce cost.

Provided is a vehicle control system including a transmission unit that transmits energy to a driving wheel, a first control unit that controls the transmission unit, a first source that inputs energy to the transmission unit, a second source that inputs energy to the transmission unit, a second control unit that controls the first source, and a third control unit that controls the second source, wherein when the first control unit fails, the second control unit or the third control unit controls the transmission unit.

The present disclosure discloses a transmission device of a hybrid vehicle. The transmission device includes an input shaft assembly, a power generation motor input shaft assembly, a driving motor input shaft assembly, an output shaft assembly, a clutch, an accelerating planetary gear train, a decelerating planetary gear train, and a parking mechanism. The input shaft assembly is located at a front end of the transmission device. The power generation motor input shaft assembly is located between the accelerating planetary gear train and the driving motor input shaft assembly. The driving motor input shaft assembly is located between the power generation motor input shaft assembly and the decelerating planetary gear train. The output shaft assembly is located at a tail end of the transmission device. The clutch is located between a power generation motor and a driving motor.

A planetary gear train transmission device of a hybrid vehicle is provided, which belongs to the technical field of transmissions. A transmission device of a hybrid vehicle based on a planetary gear train, which has a simple structure and is convenient to maintain is provided. The transmission device is composed of two motors, two clutches, one simple planetary gear train, and one complex planetary gear train. One motor is mainly used for generating power, and the other motor is used for driving the vehicle to move forward and brake to recover energy. Selection of different speed ratios and different working modes can be achieved by means of different combinations of the clutches and the planetary gear trains and different working states of the engine and the two motors. The present disclosure is convenient to control, has a compact structure, and adopts a few of parts.

The present invention relates to a control device and method of a hybrid electric vehicle (HEV) to which Downhill Brake Control (DBC) is applied, and determines whether to perform a braking control of the HEV, by comparing a current vehicle speed of the HEV with a target vehicle speed of the HEV upon operating a DBC function, calculates a braking demand amount based on a difference between the current vehicle speed and the target vehicle speed when the braking control is determined, and controls a vehicle speed of the HEV by determining whether to perform cooperative control of a regenerative braking and a brake hydraulic braking, based on the braking demand amount and a maximum regenerative braking possible amount.

A drive unit (100) is provided with a first electric machine (110), a second electric machine (120), a first shaft (130) and an output shaft (140). A rotor (111) of the first electric machine (110) is rotationally fixed to the first shaft (130), and a rotor (121) of the second electric machine (120) is rotationally fixed to the output shaft (140). The drive unit (100) also includes a separating clutch (150) and a connection element (230) for the rotationally fixed connecting of an internal combustion engine, and a first gear ratio step (142) is arranged between the connection element (230) and the shafts (130, 140) with a gear ration i<1. The drive unit (100) has an electro-mechanical parking lock unit (1) with which a rotational movement of the output of the first gear ratio step (142) can be blocked.

A drive unit (100) is provided with a first electric machine (110), a second electric machine (120), a first shaft (130) and an output shaft (140). A rotor (111) of the first electric machine (110) is rotationally fixed to the first shaft (130), and a rotor (121) of the second electric machine (120) is rotationally fixed to the output shaft (140). The drive unit (100) also includes a separating clutch (150) and a connection element (230) for the rotationally fixed connecting of an internal combustion engine, and a first gear ratio step (142) is arranged between the connection element (230) and the shafts (130, 140) with a gear ration i<1. The drive unit (100) has an electro-mechanical parking lock unit (1) with which a rotational movement of the output of the first gear ratio step (142) can be blocked.