Abstract: A method for operating a motor vehicle including a drive mechanism having at least a first drive unit and at least a second drive unit is provided. The method includes providing a drive torque directed at the driving of the motor vehicle in a first setting of the drive mechanism only by means of the second drive unit and in a second setting by means of both drive units, wherein upon exceeding a start-up threshold value by a demanded preset power there is a switching from the first setting to the second setting, and upon falling below a shut-off threshold value by the demanded preset power there is a switching from the second setting to the first setting. It is provided that the start-up threshold value and/or the shut-off threshold value is determined in dependence on a driving resistance of the motor vehicle and/or a vehicle weight of the motor vehicle. A motor vehicle employing the method is also provided.

Abstract: A battery box for an electric vehicle includes an Al casting that extends between and joins to a BIW or chassis rails of the electric vehicle. The Al casting includes a bottom wall, a side wall with a pair of rails that are securely attached to the BIW or chassis rails of the vehicle, and a plurality of cross members. The bottom wall, the side wall, and the plurality of cross members define a structural enclosure with a plurality of battery compartments and at least one crush zone, and the structural enclosure is load bearing member of the electric vehicle.

Abstract: A drive unit for a commercial vehicle includes at least one electric motor; and means for levelling the axle driven by the at least one electric motor.

Abstract: A control circuit and method for a fuel-saving multi-state switch is provided. The control circuit comprises a vehicle body ECU, a fuel-saving control unit, and a PWM voltage regulating unit. The fuel-saving control unit is connected to the vehicle body ECU through a CAN bus to collect CAN signals. The fuel-saving control unit determines a switch gear required by a current vehicle according to the CAN signals and outputs a PWM pulse signal having a corresponding duty cycle. The PWM voltage regulating unit is connected to the fuel-saving control unit to receive the PWM pulse signal. The PWM voltage regulating unit outputs a voltage value corresponding to the switch gear according to the PWM pulse signal. The vehicle body ECU is connected to the PWM voltage regulating unit to receive the voltage value, so as to control a speed and torque of an engine according to the voltage value.

Abstract: A drive unit and a drive arrangement having the drive unit are provided. The drive unit includes a first electric machine and a second electric machine and an output shaft. A rotor of the second electric machine is connected to the output shaft for conjoint rotation and the drive unit has a separating clutch by which a rotor of the first electric machine is connected to the output shaft for torque transmission. The drive unit furthermore has a first flow system for implementing a flow of a first liquid for at least partial cooling of at least one electric machine and a second flow system for implementing a flow of a second liquid, the first flow system and the second flow system being arranged such that heat from the first liquid in the first flow system is transferred to the second liquid in the second flow system.

Abstract: A control system for an electric motor powered by a battery can be configured to receive an input power or torque command corresponding to a commanded power or torque. The control system can be configured to determine if the battery is capable of supplying the commanded power or torque over a time period based on a state of charge of the battery. The control system can be configured such that if the battery is capable of supplying the commanded power or torque over the time period, the control system outputs the input power or torque command, and if the battery is not capable of supplying the commanded power or torque over the time period, the control system outputs an available maximum power or torque command corresponding to an available maximum power or torque over the time period that is less than the commanded power or torque.

Abstract: An inverter for an electric machine is provided. The electric machine includes a rotor and a stator. The inverter includes a DC/AC converter and a DC/DC converter. The DC/AC converter includes at least one chip of silicon carbide having at least one MOSFET. The DC/DC converter includes at least one chip of silicon having at least one IGBT. The DC/DC converter is connectible to a first one of the rotor or the stator of the electric machine and the DC/AC converter is connectible to a second one of the rotor or the stator of the electric machine.

Abstract: The disclosure relates to a drive train for a motor vehicle containing an internal combustion engine, a transmission connected downstream thereof, drive wheels and a differential arranged between the drive wheels and the transmission. In order to eliminate or at least reduce the vibrational eigenmodes behind the transmission, a centrifugal pendulum is assigned adjacent to the differential.

Abstract: A torque transfer assembly includes an engine starter, an electric machine, a torque converter, and a disconnect clutch further defined as a mechanical clutch. The vehicle includes an internal combustion engine including an output shaft, and a transmission. The engine starter is adapted to be rotatably coupled to the output shaft for rotating the output shaft to start the internal combustion engine. The electric machine is adapted to be rotatably coupled to the transmission for delivering rotational torque to the transmission. The torque converter is rotatably coupled to the electric machine and adapted to be rotatably coupled to the transmission. The mechanical clutch is adapted to be rotatably coupled to the output shaft and the torque converter. The mechanical clutch is adapted to selectively rotatably couple the output shaft to the torque converter and is adapted to selectively rotatably decouple the output shaft from the torque converter.

Abstract: A hybrid vehicle includes an engine, a motor, and a controller. The controller is configured to control the engine and the motor. The controller is configured to, when the engine is operated under load at the time when the vehicle slows down and stops in an autonomous driving mode in which the vehicle runs without driver's operation, set a controlling lower limit rotation speed of the engine to a maximum rotation speed out of a plurality of candidate rotation speeds and control the engine such that the engine is operated under load within a range higher than or equal to the controlling lower limit rotation speed.

Abstract: This disclosure details thermal management systems for thermally managing electrified vehicle components. An exemplary thermal management system may be configured to direct a coolant through a battery bypass loop that bypasses a traction battery pack based on an amount of heat rejection into the coolant from a water charge air cooler.

Abstract: A through the road (TTR) hybridization strategy is proposed to facilitate introduction of hybrid electric vehicle technology in a significant portion of current and expected trucking fleets. In some cases, the technologies can be retrofitted onto an existing vehicle (e.g., a truck, a tractor unit, a trailer, a tractor-trailer configuration, at a tandem, etc.). In some cases, the technologies can be built into new vehicles. In some cases, one vehicle may be built or retrofitted to operate in tandem with another and provide the hybridization benefits contemplated herein. By supplementing motive forces delivered through a primary drivetrain and fuel-fed engine with supplemental torque delivered at one or more electrically-powered drive axles, improvements in overall fuel efficiency and performance may be delivered, typically without significant redesign of existing components and systems that have been proven in the trucking industry.

Abstract: A computer for an energy management system of an electric vehicle includes a processor. The computer further includes a memory including instructions such that the processor is programmed to determine a value function V based on a plurality of actions U in a plurality of states S. The processor is further programmed to select an action associated with a highest reward value at a current state S. The action U is an HVAC subsystem variable. The state S is a traction power drawn from a rechargeable energy storage system (RESS) to operate a traction subsystem, a base power input drawn from the RESS to operate an HVAC subsystem, a nominal reference cabin heat input set-point determined by the local HVAC processor, an acceleration of the electric vehicle, a current vehicle speed, an average vehicle speed, and a calibrated average vehicle speed estimate.

Abstract: A battery management system includes a set of N battery modules coupled together in series, a set of N battery monitors, and a controller. Each battery monitor in the set of N battery monitors is coupled to a respective battery module in the set of N battery modules and measures a battery parameter of the respective battery module. The controller determines a preprogrammed delay for each battery monitor and provides the respective preprogrammed delay to each battery monitory. The controller transmits a synchronization command to the set of N battery monitors, which wait the respective preprogrammed delays in response to receiving the synchronization command before stopping updates to values of the respective battery parameters. The controller transmits a read command to the set of N battery monitors, which transmit read responses to the controller comprising values of the battery parameters.

Abstract: Vehicle designers are largely walking away from internal-combustion engines to battery and electric motors. Until infrastructure is developed to support total electrification, hybrid-electric vehicles (HEVs) which include both an internal combustion engine and an electric machine are a step toward electrification and higher system fuel efficiency while retaining the expected vehicle range. To obtain even higher system fuel efficiency combustion modes that provide higher efficiency than spark-ignition (SI) operation can be used in HEVs. A problem with such combustion modes is that they cannot be used over as wide an operating range as SI operation and transitions among modes is slow and cumbersome. By having the ICE installed into a HEV be a multi-combustion mode engine and having the EM to coordinate mode switches to be smooth, the high fuel-efficiency of alternative combustion modes can be exploited while providing smooth operation expected by vehicle users.

Abstract: Provided in this disclosure is a digger/derrick system (or generally any type of machine) having a diesel engine to power a hydraulic system for raising and lowering the digger/derrick and powering other components. The system includes a centrifugal clutch that engages the diesel engine while the engine is running, thereby powering an electrical generator that drives the hydraulic pump while also charging an on-board battery bank system. When the engine is turned off, the centrifugal clutch is decoupled. The battery banks then power the generator, which in turn drives the hydraulic pump. In this manner, the digger/derrick offers the advantages of noise reduction as the hydraulic systems can be operated without running a noisy diesel engine. This noise reduction after enhances safety since operators elevated in the derrick and operators on the ground can more readily communicate to give clear warnings to avoid danger and other undesirable circumstances.

Abstract: The enclosed disclosure relates to hybrid vehicles and systems with an engine, a drivetrain with a clutch and a transmission, an electric machine, and a controller. The controller receives lookahead information within a lookahead window and present state information of the hybrid vehicle. The controller determines a predicted coasting opportunity exceeding a predetermined threshold within the lookahead window and determines a cruise control reference speed, a power split between the engine and the electric machine, and a timing of enabling engine-off coasting during the coasting opportunity. The controller deactivates the engine and disengages the clutch at a start of the coasting opportunity when the engine-off coasting is enabled.

Abstract: A twin-engine system includes a gas turbine engine comprising a core and a first output shaft drivable by the core. An electric engine has an electric motor configured to drive a second output shaft. A reduction gear box (RGB) has an RGB input drivingly engaged to both the first output shaft and the second output shaft. The RGB has an RGB output to provide rotational output to a rotatable load.

Abstract: A control device of an automatic drive vehicle includes: an information acquisition unit that acquires power generator information as information on a power generator provided in the automatic drive vehicle; an operation control unit that switches between a first state in which automatic driving of the automatic drive vehicle is executed without restriction and a second state in which the automatic driving is partially or entirely restricted; and a determination unit that determines whether to perform switching to the second state by the operation control unit.

Abstract: A power source control unit is for controlling a switch that makes connection between a first power line and a second power line, a first system load being connected to a first power source through the first power line, a second system load being connected to a second power source through the second power line, wherein the power source control unit includes: an SOC acquisition portion as defined herein; a first SOC determination portion as defined herein; a second SOC determination portion as defined herein; a failure determination portion as defined herein; and a switch control portion as defined herein.

Abstract: A control system for a work vehicle includes a power source with an engine and at least one motor configured to generate power; a transmission including a plurality of clutches configured for selective engagement to transfer the power to drive an output shaft of a powertrain of the work vehicle; and a controller coupled to the power source and the transmission. The controller has a processor and memory architecture configured to: initiate a transition for the transmission between a first transmission mode and a second transmission mode at a first shift point associated with an engine throttle shift function; determine a current engine speed; and generate and execute an engine speed command for the engine such that a commanded engine speed is a function of the current engine speed in accordance with the engine throttle shift function upon the transition of the transmission at the first shift point.

Abstract: This disclosure relates to a method of controlling an engine and more particularly for controlling the transition between operating modes of an internal combustion engine such as between an economy mode and a performance mode. The method comprising the steps of determining a current fuel-air ratio at which the engine is operating and comparing it with a predetermined fuel-air ratio limit. The time duration for which the current fuel air-ratio is below the fuel-air ratio limit is determined and compared with a predetermined waiting time threshold value. A count is triggered, which is based on a difference between the current fuel-air ratio and the fuel-air ratio limit when the engine is operating at a current fuel-air ratio which is below the fuel-air ratio limit and this is compared with an intensity threshold value.

Abstract: A power transmission set for tractioned axles of vehicles. The power transmission set includes at least one coupling/uncoupling device, a selector unit, a primary shaft, and a secondary shaft. The shafts are interconnected by the selector unit to select and control a type of motor propulsion applied to a tread axle of a vehicle. The shafts cooperatively with the coupling/uncoupling device are configured to provide a configuration in which only a combustion engine is responsible for propulsion; in which only an electric motor provides propulsion; in which both the combustion engine and the electric motor work together to generate torque; or in which the tread axle is uncoupled from the combustion engine and the electric motor and the combustion engine provides power to the electric motor to generate electricity. A vehicle for the transport of cargo and passengers including the power transmission set.

Abstract: Disclosed herein are related to a system, a method, and a non-transitory computer readable medium for controlling a central plant. In one aspect, the system obtains a control envelope for a device controlled by the controller. The control envelope comprises boundaries of a plurality of control regions in a multidimensional operating space for the device. Each control region is enclosed by a corresponding boundary. The system counts a number of times that a ray of the device crosses the boundary of a control region. The system determines whether an operating point of the device is within the control region based on the counted number. The system operates the device according to a predetermined control technique corresponding to the control region, in response to determining that the operating point of the device is within the control region.

Abstract: The method includes, based on a torque variation of a drive shaft after an engagement timing of an engine clutch 21 and before a release timing of a motor clutch 19 when switching a power transmission path from a first power transmission path 24 to a second power transmission path 25, increasing a slope of a torque increase of a power generation motor 4 in an absolute value with respect to a slope of a torque decrease of a traveling motor 2 in at least a part of a period from a timing T12 to a timing T14, and increasing a slope of a torque decrease of the power generation motor 4 in the absolute value with respect to a slope of a torque increase of the traveling motor 2 in at least a part of a period from the timing T14 to a timing T16.

Abstract: A method for controlling a portable energy storage system (PESS) includes: creating a decision optimization model for the PESS, which includes an objective function for maximizing available compensation of the PESS in the region to be applied; solving the decision optimization model to obtain a feasible solution that meets the objective function; and determining at least one of an energy charging and discharging decision, a travel decision, and an energy storage unit loading decision of the PESS in a region to be applied based on the feasible solution, and controlling operations of the PESS in the region to be applied based on at least one of the determined energy charging and discharging decision, the determined travel decision and the determined energy storage unit loading decision.

Abstract: Apparatuses and methods for controlling torque produced by a propulsion system in a vehicle. A torque request is received for the propulsion system with the propulsion system having a motor speed of substantially zero. A first torque that meets the torque request is produced using a first motor system of the propulsion system. A first thermal condition of the first motor system is identified. Torque production is switched from the first motor system to a second motor system of the propulsion system in response to a determination that the first thermal condition meets a first set of criteria.

Abstract: An axle drive for a vehicle comprising at least one drivable vehicle axle oriented transversely to a longitudinal direction of the vehicle, said axle drive comprising an electric motor; a drive shaft that extends in parallel with the longitudinal direction between a first end and a second end and that is configured to receive drive power from the electric motor at an input section and to output said drive power at least partly to the vehicle axle via a bevel gear arranged at the first end; and a brake, in particular a parking brake, comprising a brake disk that is arranged at a brake section of the drive shaft, wherein the electric motor is arranged coaxially to the drive shaft and the input section of the drive shaft is arranged between the brake disk and the first end with respect to the longitudinal direction.

Abstract: A hybrid drive train for a vehicle has at least one internal combustion engine with an internal combustion engine drive shaft, in particular a crankshaft, and at least one first electrical machine with a first electrical machine drive shaft. The internal combustion engine and the first electrical machine are designed to transfer a torque to at least one drive axle. A transmission has a transmission input shaft and a transmission output shaft which is operatively connected to a first drive axle that can be driven by the internal combustion engine. The transmission input shaft of the transmission is connected at least to the internal combustion engine drive shaft of the internal combustion engine in order to transfer a torque from the internal combustion engine to the transmission input shaft and further to the first drive axle. The transmission input shaft and the internal combustion engine drive shaft of the internal combustion engine are arranged parallel to each other.

Abstract: Methods and systems are provided for controlling engine operation in response to a request to shift a transmission gear. In one example, a method may include maintaining operating conditions of an engine and redirecting electric power generated via the engine from a traction motor to a battery in response to a request to shift a transmission while the driveline is operating in a series mode. In this way engine efficiency may be improved and a time frame for shifting a transmission gear may be reduced responsive to a gear shift request while the powertrain is operating in series mode.

Abstract: A vehicle includes a motor, a second drive source, and a drive controller. The motor is a first drive source configured to drive wheels. The motor has a plurality of switchable modes that differ in at least one of a number of poles or a type of torque for rotating a rotor. The second drive source is configured to drive the wheels in parallel with the motor. The drive controller is configured to set, during switching of the modes, a target driving force of the second drive source to be larger than a target driving force of the second drive source before the switching of the modes.

Abstract: An MG1 torque at a time of decreasing an engine speed of an engine is made larger when a turbocharging pressure by a turbocharger is higher than when the turbocharging pressure is lower. In this way, even if the losses of pumps of the engine differ due to the remaining turbocharging pressure during a transition of stopping the engine in turbocharging, it is possible to appropriately reduce the engine speed. Therefore, when the engine is being brought to a stop, it is possible to appropriately suppress vibration generated in the vehicle.

Abstract: An electrochemical reactor includes positive and negative electrodes. A conductive and/or dielectric liquid is provided between the positive and negative electrodes. A first isolation member provided on the positive electrode isolates the positive electrode from the liquid, and a second isolation member provided on the negative electrode isolates the negative electrode from the liquid. The first and second isolation member each includes a liquid-repellent porous membrane. The reactor further includes a pressure-applying member which pressurizes the liquid to fill the pores of the first and second liquid-repellent porous membranes with the liquid, thereby causing an electrochemical reaction involving the positive and negative electrodes.

Abstract: An MG1 torque at a time of decreasing an engine speed of an engine is made larger when a turbocharging pressure by a turbocharger is higher than when the turbocharging pressure is lower. In this way, even if the losses of pumps of the engine differ due to the remaining turbocharging pressure during a transition of stopping the engine in turbocharging, it is possible to appropriately reduce the engine speed. Therefore, when the engine is being brought to a stop, it is possible to appropriately suppress vibration generated in the vehicle.

Abstract: A torque transfer assembly includes an engine starter, an electric machine, a torque converter, and a disconnect clutch further defined as a mechanical clutch. The vehicle includes an internal combustion engine including an output shaft, and a transmission. The engine starter is adapted to be rotatably coupled to the output shaft for rotating the output shaft to start the internal combustion engine. The electric machine is adapted to be rotatably coupled to the transmission for delivering rotational torque to the transmission. The torque converter is rotatably coupled to the electric machine and adapted to be rotatably coupled to the transmission. The mechanical clutch is adapted to be rotatably coupled to the output shaft and the torque converter. The mechanical clutch is adapted to selectively rotatably couple the output shaft to the torque converter and is adapted to selectively rotatably decouple the output shaft from the torque converter.

Abstract: A utility vehicle includes: a pair of front wheels; a pair of rear wheels; at least one front wheel power source configured to drive the front wheels and not to drive the rear wheels; at least one rear wheel power source configured to drive the rear wheels and not to drive the front wheels; and a controller that controls the front wheel power source and the rear wheel power source. Upon receiving a predetermined two-wheel drive command, the controller brings the front wheel power source into a non-operative state while allowing the rear wheel power source to drive the rear wheels. Upon receiving a predetermined four-wheel drive command, the controller brings the front wheel power source into operation while allowing the rear wheel power source to drive the rear wheels.

Abstract: A hybrid powertrain includes an internal combustion engine, an electrical machine, a transmission, an output, a first separating clutch, and a generator. The internal combustion engine includes a drive shaft for transmitting a drive shaft torque and the electrical machine includes a rotor shaft for transmitting a rotor shaft torque. The transmission is for transmitting the drive shaft torque and the rotor shaft torque, the output is for receiving the drive shaft torque or the rotor shaft torque, and the first separating clutch is for connecting and disconnecting the drive shaft and the output. The generator is arranged in a first torque flow between the drive shaft and the transmission, and includes a generator shaft for converting the drive shaft torque or the rotor shaft torque into electrical energy.

Abstract: Disclosed is a power train including a drive shaft of a working machine, a drive machine and a differential gear with three drives or power take-offs, wherein one power take-off can be connected to the drive shaft, a first drive can be connected to the drive machine and a second drive can be connected to the differential gear. One drive can be connected simultaneously to the other drive or to the power take-off.

Abstract: A drive unit for a powertrain of an electrically driveable motor vehicle is disclosed having a first electrical machine and a second electrical machine and an output shaft, wherein a rotor of the second electrical machine is connected to the output shaft for conjoint rotation. The drive unit also has a disconnect clutch, by which a rotor of the first electrical machine for torque transmission is connectable to the output shaft, wherein the rotor of one of the electrical machines is at least indirectly supported radially on the rotor of the other electrical machine by at least one bearing.

Abstract: A method of controlling an axle assembly includes providing an axle assembly in a first state. A first controller is provided in electrical communication with the axle assembly. The first controller determines if a source of power has an available amount of electrical energy that is within a predetermined range and a predetermined period of time has elapsed. If the available amount of electrical energy is within the predetermined range and the predetermined period of time has elapsed, then electrical energy is transferred from the source of power to an electric motor generator and an axle disconnect clutch is engaged to provide the axle assembly in another state.

Abstract: A drive unit includes a drive source, a case which is connected to the drive source and accommodates an electric motor, a control device which is mounted on an upper surface of the case and controls the electric motor, and an auxiliary machine placed on an upper surface of the drive source. The drive source and the control device are connected by a reinforcing member, and the reinforcing member is arranged so as to surround at least a part of the auxiliary machine in a top view. According to the drive unit, the vibration of the control device can be suppressed, and the auxiliary machine is protected while the number of parts is reduced.

Abstract: This application is directed to an apparatus for providing electrical charge to a vehicle. The apparatus comprises a driven mass, a generator, a charger, a hardware controller, and a communication circuit. The driven mass rotates in response to a kinetic energy of the vehicle and is coupled to a shaft such that rotation of the driven mass causes the shaft to rotate. The driven mass exists in one of (1) an extended position and (2) a retracted position. The generator generates an electrical output based on a mechanical input coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate. The charger is electrically coupled to the generator and: receives the electrical output, generates a charge output based on the electrical output, and conveys the charge output to the vehicle. The controller controls whether the driven mass is in the extended position or the retracted position in response to a signal received from the communication circuit.

Abstract: A drive system of a hybrid vehicle including an internal combustion engine, a first motor-generator, a power division mechanism, a speed change mechanism including a second output shaft, a second motor-generator including a third output shaft connected to a power transmission path transmitting a power from the second output shaft to an axle, a one-way clutch interposed between the second output shaft and the third output shaft in the power transmission path, and an electric control unit including a microprocessor to control the speed change mechanism. The speed change mechanism includes a first engagement mechanism and second engagement mechanism, and the microprocessor is configured to control the speed change mechanism so as to disengage one of the first engagement mechanism and the second engagement mechanism in engaged state and engage the other thereof in disengaged state, in accordance with a speed change instruction.

Abstract: A system for controlling a charging torque of a hybrid vehicle may include: a first motor connected to an engine and configured to charge an energy storage system using a first charging torque generated from the engine; a second motor connected to the engine and configured to charge the energy storage system using a second charging torque generated from the engine; a plurality of sensors respectively sensing operation states of the first motor and the second motors; and a controller configured to obtain an entire charging torque generated from the engine and to determine distribution amounts of the first charging torque and the second charging torque from the entire charging torque or to adjust the entire charging torque according to the operation states of the first motor and the second motor.

Abstract: A vehicle control device performs a drive mode switching control including switching a drive mode, when a request for switching to a manual drive control is made during execution of an automated drive control, to one of a plurality of drive modes that allows a driving force to accord with a required driving force based on an operation of the driver of the vehicle, over a wide range.

Abstract: Provided is a power transmission device that can increase a torque that a second motor outputs to an output shaft. The power transmission device includes: a first input shaft and a second input shaft coupled to a first motor and a second motor, respectively, and disposed on the same axis; a first speed reduction mechanism transmitting a rotation of the first input shaft to an output shaft via an intermediate shaft; a second speed reduction mechanism transmitting a rotation of the second input shaft to the output shaft via the intermediate shaft at a speed reduction ratio different from the speed reduction ratio of the first speed reduction mechanism; and a first clutch disconnecting or connecting the power of the first speed reduction mechanism.

Abstract: A method for operating a motor vehicle. At least one electric engine designed for driving the motor vehicle is used to recuperate electric energy. In this case, a travel of the motor vehicle during a period of time lying ahead is taken into account. During the use of at least one electric engine for recuperating the electric energy, it is taken into account whether during a thermal load of the at least one electric engine in the period lying ahead, a reduction of the power that can be output by at least one electric engine is to be expected. The at least one electric engine then recuperates an amount of electric energy during the deceleration of the motor vehicle which is smaller than the amount of electric energy that can be recuperated during the deceleration by the at least one electric engine. The invention relates in addition also to a motor vehicle.

Abstract: Disclosed is a hybrid electric vehicle and method of controlling operation of engine of the vehicle. The hybrid electric vehicle switches its drive mode in consideration of air pollution and pedestrians around the vehicle. A method of controlling a drive mode of a hybrid electric vehicle includes recognizing at least one of a pedestrian and an air pollution level around the hybrid electric vehicle, determining whether each of the recognized pedestrian and the recognized air pollution level meets a corresponding prescribed exhaust gas reduction mode request condition, and determining an exhaust gas reduction mode drive according to a result of the determination.

Abstract: A method for operating a serial-parallel hybrid powertrain of a motor vehicle has the steps of mechanically decoupling the internal combustion engine from the wheels of the motor vehicle, accelerating the motor vehicle from a first speed to a second speed by means of the second electric machine, and increasing the speed n of the internal combustion engine from a first rotational speed to a second rotational speed. Increasing the speed of the internal combustion engine from the first rotational speed to the second rotational speed always takes place as a function of the increase in the speed of the motor vehicle from the first speed to the second speed. A motor vehicle may have such a serial-parallel hybrid powertrain.

Abstract: A split serial-parallel hybrid dual-power drive system, comprised of two or more than two separation drive systems allowing independent operation to respectively drive the load, or all loads driven individually are incorporated in a common frame to drive land, surface, underwater transportation means or aircraft, industrial machines and equipment or any other load drive by rotational kinetic energy.