A hybrid driveline assembly that includes a mode clutch, a driving member and a mode clutch shift fork is provided. The mode clutch dog has a first portion that is selectively coupled to a rotation of a first shaft. The first shaft is coupled to receive torque from a first type of motor. The mode clutch dog further has a second portion that is coupled to a rotation of a second shaft. The second shaft is coupled to receive torque from a second different type of motor. The driving member has a first end that is selectively coupled to the mode dog clutch to selectively lock rotation of the driving member with rotation of the mode clutch dog. The driving member further includes at least one gear. The mode clutch shift fork is engaged with the mode clutch dog to selectively manipulate a position of the mode clutch dog.

A vehicle control device for controlling a vehicle with a frictional engagement element provided between a drive source and drive wheels includes a first determination unit configured to determine whether or not a signal of an inhibitor switch indicates a traveling position, a second determination unit configured to determine whether or not an oil path communicating with the frictional engagement element is in a drain state, a temperature estimation unit configured to estimate temperature of the frictional engagement element, and a temperature estimation prohibition unit configured to prohibit temperature estimation of the frictional engagement element by the temperature estimation unit when the signal of the inhibitor switch indicates the traveling position and the oil path is in the drain state.

A drive device for a hybrid-drive motor vehicle, having an internal combustion engine as a primary drive, an electric engine as a secondary drive, and having planetary gear units that are coupled with one another that can be shifted into different gear steps through shift elements and brakes. The planetary gear units being connectable to a common output shaft by way of input elements and output elements. The reaction elements thereof can be coupled or firmly braked, wherein the drive device can be operated in an electromotor drive, a primary drive having gear steps (gears), or in a hybrid drive.

A vehicle power module assembly includes a modular manifold, an upper frame, and a plurality of power stages. The modular manifold includes a first base unit defining an inlet chamber, a second base unit defining an outlet chamber, a mid-unit defining one or more ports open to the chambers, and an upper unit defining a first set of slots and a second set of slots in fluid communication with the chambers via the ports. The plurality of power stages is housed within the frame and each of the power stages are spaced from one another to define inner channels therebetween. The chambers, channels, and ports are arranged with one another such that coolant flowing through the inner channels is in thermal communication with the power stages. The mid-unit may further include flow guides each sized to partially extend into one of the inner channels.

A plurality of virtual gear positions are established by an electric continuously variable transmission, and the number of speeds of the virtual gear positions is equal to or larger than the number of speeds of mechanical gear positions of a mechanical stepwise variable transmission. One virtual gear position or two or more virtual gear positions is/are assigned to each mechanical gear position, and the mechanical gear position is shifted in the same timing as shift timing of the virtual gear position. The virtual gear positions assigned to each mechanical gear position when the mechanical gear position is upshifted are different from the virtual gear positions assigned to each mechanical gear position when the mechanical gear position is downshifted. Thus, the amount of heat generated in frictional engagement elements of the mechanical stepwise variable transmission is prevented from being increased.

A control apparatus of a hybrid vehicle that uses a combination of an engine and a traveling motor as vehicle drive sources has an engine speed detector configured to detect an engine rotational speed, an EV-state determination unit configured to determine whether a mode is an EV state in which the traveling motor is mainly used as the drive source; an EV-state annunciator configured to notify a driver about the EV state, and a switching controller configured to control switching between notification and non-notification about the EV state. The switching controller is configured to bring the EV-state annunciator to a non-notification state when the EV-state determination unit determines that the mode is not the EV state and the engine rotational speed is greater than a predetermined first threshold value.

The present invention relates to a hybrid powertrain and method of controlling same, the hybrid powertrain comprising an internal combustion engine; a gearbox with an input and an output shaft; a range gearbox connected to the output shaft; a first planetary gear connected to the input shaft; a second planetary gear connected to the first planetary gear; a first electrical machine connected to the first planetary gear; a second electrical machine connected to the second planetary gear; one gear pair connected with the first planetary gear and the output shaft; and one gear pair connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft. The range gearbox comprises a third planetary gear with a third sun wheel and a third planetary wheel carrier and a fourth clutch device arranged to connect and disconnect the third sun wheel with/from the third planetary wheel carrier.

Provided is a method to control a hybrid powertrain to achieve reverse drive, comprising an internal combustion engine, a gearbox with input output shafts; a first planetary gear connected to the input shaft and a second planetary gear; first and second electrical machines respectively connected to the first and second planetary gears; gear pair connected with the first planetary gear and the output shaft and one gear pair connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft. The method comprises: a) ensuring the moveable component parts in the first planetary gear are connected with each other and the moveable component parts in the second planetary gear are disconnected from each other; b) ensuring the gear pair connected with the second planetary gear and the output shaft are connected, and the gear pair connected with the first planetary gear and the output shaft are disconnected; and c) controlling the second electrical machine to achieve a negative torque in the output shaft.

A hybrid vehicle includes an electronic control unit configured to: set a target rotation speed of an engine based on a vehicle speed and a shift position; set a driving force when an upper-limit power is output to a drive shaft as an upper-limit driving force; set a target engine power such that the smaller of the upper-limit driving force and the required driving force is output to the drive shaft; and control the engine, the first motor, and the second motor such that the engine to rotate at the target rotation speed and to output the target power. At this time, the upper-limit power is set to be lower when a coolant temperature of the engine is low than when the coolant temperature is high.

A plurality of virtual gear positions are established by an electric continuously variable transmission, and the number of speeds of the virtual gear positions is equal to or larger than the number of speeds of mechanical gear positions of a mechanical stepwise variable transmission. One or two or more virtual gear positions is/are assigned to each mechanical gear position, and shifts among the mechanical gear positions are performed in the same timing as the shift timing of the virtual gear positions. Thus, shifting of the mechanical stepwise variable transmission is accompanied by change of the engine speed Ne, and the driver is less likely to feel uncomfortable even if shift shock occurs during shifting of the mechanical stepwise variable transmission.