It is determined whether chargeable and dischargeable electric power of a battery which is a power storage device are limited. When it is determined that the chargeable and dischargeable electric power of the battery is limited, an electric power balance target value of the battery during gear shifting control in a stepped gear shifting unit which is a mechanical gear shifting mechanism is calculated. A smaller value is calculated as a change rate limit value when the chargeable and dischargeable electric power is small than when the chargeable and dischargeable electric power is great, and the calculated change rate limit value is used to perform gear shifting control in the stepped gear shifting unit.

Methods and systems for tuning vehicle drivability are provided. The vehicle system includes, in one example, a vehicle control unit (VCU) that is designed to electronically communicate with a human machine interface (HMI). In the system, the VCU is designed to, in reaction to receiving an acceleration or deceleration request from the HMI, send a virtual acceleration or deceleration command to a transmission control unit (TCU), where the virtual acceleration or deceleration command correlates to the acceleration or deceleration request and the correlation is user adjustable via a user interface (UI) of the VCU.

A control system for a hybrid vehicle that reduces a change in an engine torque when warming a catalyst. The hybrid vehicle comprises a catalyst that purifies exhaust gas, a first motor, a differential mechanism having a plurality of rotary elements, and an engagement device that selectively connects the first motor to an engine. A controller is configured to determine whether it is necessary to warm the catalyst, and disengage the engagement device while retarding an ignition timing of the engine when it is necessary to warm the purifying device.

A control device for a vehicle includes a catalyst temperature raising control part configured to perform catalyst temperature raising control raising a temperature of an exhaust purification catalyst of an internal combustion engine while driving in an EV mode on an EV section of a driving route when driving over the driving route in accordance with a driving plan when, while driving on the EV section: (i) the temperature of the exhaust purification catalyst is less than a predetermined temperature raising reference temperature that is higher than an activation temperature at which an exhaust purification function of the exhaust purification catalyst is activated, (ii) the exhaust purification catalyst was previously heated while driving on the driving route, and (iii) there is a CS section to be driven on while in a CS mode in a remaining driving section of the driving route after the EV section.

A transmission (2) of a motor vehicle includes a first input shaft (7) for a first prime mover (3), a second input shaft (8) for a second prime mover (4), and an output shaft (9). A first sub-transmission (5) includes the first input shaft and a countershaft (11) coupled to the first input shaft (7) via a constant ratio. Gearwheels (16, 17, 18) are arranged on the countershaft, which mesh exclusively into gearwheels (12, 13, 15) arranged coaxially to the first input shaft (7). At least some of these gearwheels mesh into gearwheels (20, 21) arranged on the output shaft (9). Shift elements (A, B, C, D) are associated with the first input shaft (7) as well as with the countershaft (11), which provide either a gear with a first number of instances of gearwheel meshing or a winding-path gear with a second number of instances of gearwheel meshing. A second sub-transmission (6) includes the second input shaft (8), which is designed as a planetary transmission. A ring gear (22) forms the second input shaft (8), and a carrier (23) is coupled to the output shaft (9) via a gearwheel (14) arranged coaxially to the first input shaft (7). Shift elements (F, E) are associated with the planetary transmission, via which a sun gear (24) is fixedly connectable to the housing or the planetary transmission is bringable into direct drive. A sub-transmission coupling of the sub-transmissions is providable via one of the shift elements (A) associated with the countershaft.

An electrified fire fighting vehicle includes a battery pack, an electromagnetic device, an engine, and a controller. The controller is configured to monitor a state-of-charge of the battery pack, operate the electromagnetic device using stored energy in the battery pack to provide a performance condition including (i) accelerating the electrified fire fighting vehicle to a driving speed of at least 50 miles-per-hour in an acceleration time and (ii) maintaining or exceeding the driving speed for a period of time, and start and operate the engine in response to a start condition to facilitate reserving sufficient stored energy in the battery pack such that the state-of-charge is maintained above a minimum state-of-charge threshold that is sufficient to facilitate the performance condition. The acceleration time is 30 second or less. An aggregate of the acceleration time and the period of time is at least 3 minutes.

A vehicle control device controls a hybrid vehicle including: an internal combustion engine having an EGR device; an electric drive device that drives the vehicle and performs an engine-based power generation; a power storage device; and a travel route acquisition device. The vehicle include an EV drive mode and an HV drive mode. The vehicle control device is configured to: where the vehicle is started under a cold condition, calculate, based on the travel route information, an average vehicle driving power in a vehicle running section under a warm condition after the start; and limit the amount of power generated by the engine-based power generation in the cold condition to be smaller when the calculated average vehicle driving power is high than when it is low, and, during the HV drive mode after a transition to the warm condition, execute the engine-based power generation accompanied by the EGR.

A transmission system includes an input shaft, a transmission housing, and a planetary gear system rotatably coupled to the input shaft. The planetary gear system has a first and second gear ratio. The transmission system additionally includes an output shaft, a first electric machine, a second electric machine, and a shifting assembly. The shifting assembly includes a first stationary clutch element and a second stationary clutch element. The first electric machine is configured to apply rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratios, and the second electric machine is configured to provide rotational torque to the output shaft when the first electric machine applies rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratio.

A first rotation shaft (which is provided with a first gear) is assembled to a first case member so as to provide a first assembly. A second rotation shaft (which is provided with a second gear) and a third rotation shaft (which is provided with a third gear) are assembled to a support member so as to provide a second assembly. When the second assembly is assembled to the first assembly, the second assembly is rotatable around a third axis from a first position where the first gear and the second gear are located away from each other to a second position where the first gear and the second gear are in mesh with each other, and is positioned at the second position by using a positioning member.

A vehicle driving device mounted on a hybrid vehicle includes an engine coupled to wheels of the vehicle via a power transmission path, a transmission mechanism disposed on the power transmission path, a motor generator, a first power transmission mechanism, and a second power transmission mechanism. The motor generator is disposed on a path coupling the engine and transmission mechanism, the first power transmission mechanism is disposed on a path coupling the engine and motor generator, the second power transmission mechanism is disposed on a path coupling the motor generator and transmission mechanism. These paths are included in the power transmission path. The first power transmission mechanism includes a large-diameter rotator and a small-diameter rotator coupled to the engine and the motor generator respectively. The second power transmission mechanism includes a small-diameter rotator and a large-diameter rotator coupled to the motor generator and the transmission mechanism respectively.