Provided is a vehicle that can improve vehicle posture control or operation performance during accelerating turn. A vehicle is provided with: a left drive wheel and a right drive wheel connected to a motor; a required drive power amount input device for inputting a required drive power amount; and a required turn amount input device for inputting a required turn amount. The vehicle further includes a turn control device that adjusts a power difference between the left drive wheel and the right drive wheel on the basis of a time derivative value of the required drive power amount in addition to the required turn amount.

A reduction gearbox includes a motor input shaft, an engine input shaft, an intermediate shaft, a first output shaft, a second output shaft, and a differential gear. The first output shaft and the second output shaft are in transmission connection with the differential gear. The reduction gearbox further includes: a first transmission assembly configured to connect power transmission between the motor input shaft and the intermediate shaft; a second transmission assembly configured to connect or disconnect the power transmission between the engine input shaft and the intermediate shaft; and a third transmission assembly configured to connect or disconnect the power transmission between the intermediate shaft and the differential gear.

A hybrid system for a vehicle that can capture, convert, and store the kinetic energy of the vehicle slowing down the vehicle. The hybrid system includes an electric machine that can be switched between a motor mode and a generator mode, in the motor mode the electric machine can drive the vehicle using energy stored in a battery and in the generator mode the electric machine is driven by the kinetic energy of the vehicle. An air compressor is operably coupled with the electric machine, such as the electric machine drives the air compressor in the generator mode but not in the motor mode. Air compressed by the air compressor can be stored in a tank and the compressed air can be later converted to electrical energy by an air motor for charging the battery.

To provide a vehicle drive device capable of efficiently driving a vehicle by using a motor without falling into the vicious cycle between enhancement of driving via the motor and an increase in vehicle weight. The present invention is a vehicle drive device (10) having a motor for driving the wheels of a vehicle and includes a front wheel motor (20) for driving front wheels (2b) of a vehicle (1) and a battery (18) and a capacitor (22) that supply electric power for driving the front wheel motor (20), in which the voltage of the battery (18) and the capacitor (22) connected in series is applied to the front wheel motor (20) and the capacitor (22) is disposed between the left and right front wheels (2b) of the vehicle (1).

A collinear relationship is satisfied in which rotation speeds of first to third rotation elements and rotation speeds of fourth to sixth rotation elements are arranged respectively in this sequence on a single straight line in a collinear diagram. The first and fourth rotation elements are connected with first and second power sources respectively. The second and fifth rotation elements are connected with first and second driven units respectively. The second and sixth rotation elements are connected with each other by a first connecting mechanism in a way that rotating directions thereof are the same, and rotation speed of the former is greater than that of the later. The third and fifth rotation elements are connected with each other by a second connecting mechanism in a way that rotating directions thereof are the same, and rotation speed of the former is greater than that of the later.

A collinear relationship is satisfied in which rotation speeds of first to third rotation elements and rotation speeds of fourth to sixth rotation elements are arranged respectively in this sequence on a single straight line in a collinear diagram. The first and fourth rotation elements are connected with first and second power sources respectively. The second and fifth rotation elements are connected with first and second driven units respectively. The second and sixth rotation elements are connected with each other by a first connecting mechanism in a way that rotating directions thereof are the same, and rotation speed of the former is greater than that of the later. The third and fifth rotation elements are connected with each other by a second connecting mechanism in a way that rotating directions thereof are the same, and rotation speed of the former is greater than that of the later.

A control system for a hybrid vehicle configured to limit a thermal damage to a starting clutch without generating a shock. The control system is applied to a vehicle in which a prime mover includes an engine, a first motor, and a second motor. In the vehicle, the first motor is connected to the engine, and a first clutch and a second clutch are disposed between the engine and drive wheels. A controller executes a transient slip control to cause the second clutch to slip while bringing the slipping first clutch into complete engagement if a temperature of the first clutch is high. If an engine speed is changed during execution of the transient slip control, the first motor generates a collection torque to suppress the change in the engine speed.

A hybrid driving apparatus includes an internal combustion engine, a motive power transmission mechanism transmitting a driving force to main driving wheels, a main driving electric motor generating a driving force of the main driving wheels, an accumulator, sub-driving electric motors generating driving forces of sub-driving wheels, and a control apparatus executing an electric motor traveling mode and an internal combustion engine traveling mode. The sub-driving electric motor is provided to each of the sub-driving wheels, the control apparatus causes only the main driving electric motor to generate the driving force in the electric motor traveling mode and causes the main driving electric motor and the sub-driving electric motors to generate the driving forces in acceleration of the vehicle at a predetermined vehicle speed or higher, and although the engine generates the driving force, it does not cause the motors to generate driving forces in the traveling mode.

A device for controlling driving of an electric four-wheel drive vehicle at the time of shift is provided. The device controls driving of an electric four-wheel drive vehicle to minimize energy loss occurring on a power transmission path during shift, thereby improving fuel efficiency.

A vehicle includes a chassis, an engine coupled to the chassis, a power source coupled to the chassis, and a track assembly. The track assembly includes an electric motor coupled to the chassis, a first drive wheel coupled to the electric motor and pivotally coupled to the chassis, a second drive wheel coupled to the engine and pivotally coupled to the chassis, and a track engaging the first drive wheel and the second drive wheel. The engine is configured to provide mechanical energy to the second drive wheel to drive the track and propel the vehicle. The electric motor is configured to receive electrical energy from the power source and provide mechanical energy to the first drive wheel to drive the track and propel the vehicle.