A drive system includes: a first planetary gear unit, in which a carrier is connected to an internal combustion engine, a sun gear is connected to a first MG, and a ring gear is connected, via a first drive gear and a first driven gear, to a counter shaft; and a second planetary gear unit, in which a brake is provided to a sun gear, a carrier is connected to the internal combustion engine, and a ring gear is connected, via a second drive gear and a second driven gear, to the counter shaft. A gear ratio of the first drive gear and the first driven gear is larger than a gear ratio of the second drive gear and the second driven gear.

A control unit embedded in a work vehicle includes a clutch controlling unit and a motor controlling unit. The clutch controlling unit is configured to disengage a first clutch in a condition that the first clutch is engaged and a second clutch is disengaged, when a first moving direction inputted through a forward/rearward movement switch operating device as an instruction of the operator and a second moving direction determined based on a vehicle speed detected by a vehicle speed detecting unit are different from each other, and in addition, when and the vehicle speed falls in a preliminarily set first range. The motor controlling unit is configured to control a motor to reduce a relative rotational speed of the second clutch after the first clutch is disengaged.

A control unit embedded in a work vehicle includes a clutch controlling unit and a motor controlling unit. The clutch controlling unit is configured to disengage a first clutch in a condition that the first clutch is engaged and a second clutch is disengaged, when a first moving direction inputted through a forward/rearward movement switch operating device as an instruction of the operator and a second moving direction determined based on a vehicle speed detected by a vehicle speed detecting unit are different from each other, and in addition, when and the vehicle speed falls in a preliminarily set first range. The motor controlling unit is configured to control a motor to reduce a relative rotational speed of the second clutch after the first clutch is disengaged.

A hybrid vehicle includes an internal combustion engine, an electric power storage device, an electric motor, and an electronic control unit. The internal combustion engine is configured to generate a traveling driving force. The electric motor is configured to generate a traveling driving force by receiving electric power supply from the electric power storage device. The electronic control unit is configured to control the internal combustion engine and the electric motor during switching between a selected state of a first mode and a selected state of a second mode such that a speed at which a vehicle driving torque approaches a value subsequent to the switching of the selection state from a value prior to the switching of the selection state within a predetermined period of time from a time point of the switching is lower than the speed subsequent to an elapse of the predetermined period of time.

A hybrid vehicle includes an internal combustion engine, an electric power storage device, an electric motor, and an electronic control unit. The internal combustion engine is configured to generate a traveling driving force. The electric motor is configured to generate a traveling driving force by receiving electric power supply from the electric power storage device. The electronic control unit is configured to control the internal combustion engine and the electric motor during switching between a selected state of a first mode and a selected state of a second mode such that a speed at which a vehicle driving torque approaches a value subsequent to the switching of the selection state from a value prior to the switching of the selection state within a predetermined period of time from a time point of the switching is lower than the speed subsequent to an elapse of the predetermined period of time.

Disclosed are electrically variable transmissions (EVT), methods for making and for using EVTs, and hybrid electric vehicles with EVTs. Presented is a multi-speed power transmission for a motor vehicle with an engine, two electric motors, and a final drive. The transmission includes an input member connectable to the engine, an output member connectable to the final drive, and a stationary member connectable to a gear train. First and second torque-transmitting devices (TTD) respectively connect to the first and second motors. The transmission also includes a compound planetary gear arrangement with four junction points defined by two interconnected planetary gear sets. The first TTD selectively connects the first motor to the first junction point, while the second TTD selectively connects the second motor to the fourth junction point via the gear train. The input member connects at the second junction point, whereas the output member connects at the third junction point.

The present invention provides a power split hybrid power system and a hybrid vehicle. The hybrid power system comprises two planetary gear mechanisms sharing planetary carriers and ring gears, two motors and one engine. An output shaft of the engine is in transmission connection with a first sun gear shaft of a first sun gear, an input/output shaft of a first motor is in transmission connection with a second sun gear shaft of a second sun gear, and an input/output shaft of a second motor is in transmission connection with the ring gears. The output shaft of the engine, the input/output shaft of the first motor and the input/output shaft of the second motor can be relatively fixed to a housing of a transmission through a braking mechanism. Therefore, the power split hybrid power system can guarantee that a vehicle reaches a high speed in a pure motor driving mode so as to complete New European Driving Cycle and World Light Vehicle Test Cycle; and the engine can also be shut down at a high vehicle speed, and the dynamic property is improved in a low-speed state.

A control device is capable of executing: an ignition time calculation process of calculating a target ignition time of an ignition plug; a stop process of stopping combustion control for some cylinders of a plurality of cylinders; and a compensation process of controlling a motor generator during the stop process, such that the motor generator compensates a drive power that is lost due to the stop of the combustion control. The control device prohibits the execution of the stop process when the target ignition time calculated in the ignition time calculation process is on a retard side of a predetermined prescribed time.

A control device that switchably has a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output, and a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output.

A control device that switchably has a first drive mode which is attained with the fixing mechanism being in the non-fixing state and in which a rotational speed of the input is steplessly shifted and transmitted to the output and torque of the second rotating electrical machine is transmitted to the output, and a second drive mode which is attained with the fixing mechanism being in the fixing state and the decoupling mechanism being in the non-transmitting state and in which, with the second rotating electrical machine being decoupled from the output, the rotational speed of the input is shifted according to a gear ratio of the differential gear unit and transmitted to the output.