Abstract: The invention relates to a method for operating a drive device (1) of a motor vehicle, said drive device (1) comprising at least one combustion engine (3) and at least one electric machine (9), as well as a dual clutch transmission (4) which can be functionally connected to the combustion engine (3) and which comprises a first sub-transmission (5), a first clutch (6) being associated therewith, and a second sub-transmission (7), a second clutch (8) and the electric machine (9) being associated therewith. In a purely electrical driving operation, the electric machine (9) is operated in a motorized manner, a driving gear is engaged in the second sub-transmission (7), and both clutches (6, 8) are disengaged.

Abstract: A hybrid vehicle is provided that includes an engine, a reversible electric machine capable of generating and providing electric power, and a clutch for selectively engaging the engine to the electric machine. While the vehicle is traveling, an operator of the vehicle may release (“tip-out”) the accelerator pedal, indicating a desire for a reduction in speed and/or acceleration of the vehicle. If the clutch is engaged during the tip-out, the at least one controller is programmed to disengage the clutch and alter a commanded torque to the electric machine in response to the tip-out of the accelerator pedal to simulate compression braking of the engine. If the vehicle is operating in an electric-only mode of propulsion during the tip-out, and if a state-of-charge of the battery is relatively high, the controller is programmed to activate the engine and provide compression torque to the driveline in response to the tip-out.

Abstract: Control apparatus for hybrid vehicles are described which reduce the heat generated by a clutch and improve the response of the hybrid vehicle when an operator requests a high degree of acceleration while starting the engine and the transmission is required to perform a shift-down. In one embodiment, when the engine is required to start while the transmission is required to perform a shift-down action, the control apparatus holds a hydraulic pressure of a releasing side clutch of the transmission at a predetermined lowest stand-by value preventing a slipping action of the releasing side clutch, while a clutch K0 between the motor and engine is placed in a slipping state, and reduces the hydraulic pressure of the releasing side clutch from the lowest stand-by value in the slipping state of the clutch K0 after the clutch K0 is placed in the fully engaged state.

Abstract: A battery charging method for a hybrid vehicle and the hybrid vehicle using the same are disclosed. The hybrid vehicle includes an engine and a motor as power source and includes the battery in which electrical energy for driving the motor is stored. The method and system may include: determining whether the battery needs to be charged while the vehicle is stopped; transitioning a transmission to a neutral position (N position) when the battery needs to be charged; starting the engine and engaging an engine clutch to connect the engine with the motor so that the motor generates electrical energy via power from the engine. The electrical energy generated by the motor is then stored in the battery accordingly.

Abstract: A hybrid vehicle operates in an electric-drive-only mode and one or more modes using an internal combustion engine. A control pedal is movable to respective positions by a driver for indicating a desired vehicle motion. A controller selectably activates the engine according to instantaneous values of a variable wheel output demand and a variable pull-up threshold. The pedal position is converted to a respective instantaneous wheel output demand in response to an initial value from a mapping relationship that is modified in response to a difference between the initial value and the variable pull-up threshold. The pull-up threshold may preferably be dynamically determined according to a state of charge of a battery for powering the electric drive. The modification to the wheel output demand preferably reduces the slope of the mapping relationship near the pull-up threshold to reduce pedal position sensitivity in a region near the dynamically varying pull-up threshold.

Abstract: A transmission system of a hybrid electric vehicle may include a first shaft connected to an engine, a first hollow shaft disposed without rotational interference with the first shaft and provided with a first output gear, a second hollow shaft disposed without rotational interference with the first hollow shaft and provided with a second output gear, a second shaft disposed in parallel with the first shaft and operably connected to the first shaft and the first hollow shaft through a gear unit so as to selectively transmit torque of the first shaft to the first hollow shaft, a clutch selectively connecting the second shaft to the first hollow shaft, a first motor/generator operably connected to the second hollow shaft, and a second motor/generator operably connected to the second shaft.

Abstract: A system and method can control a transmission during a flying engine start. The method includes receiving a request for an internal combustion engine to be started while a vehicle is solely driven by an electric motor-generator. Further, the method determining a time lapse between a moment when a first clutch starts to be filled and a moment when a second clutch starts to be filled such that the first clutch and the second clutch reach first and second clutch pressure thresholds, respectively, at substantially the same time. The method includes transferring transmission fluid to the first clutch and transferring transmission fluid to the second clutch after the determined time lapse has passed since the first clutch started to be filled.

Abstract: A power transmission system of a hybrid electric vehicle may include an input shaft receiving torque of an engine, a first planetary gear set having at least three rotation elements, a second planetary gear set having at least three rotation elements, a clutch selectively connecting two rotation elements among the at least three rotation elements of the second planetary gear set, a brake selectively connecting a rotation element of the second planetary gear set to the transmission housing, and an output gear connected to a second motor/generator and the a rotation element of the second planetary gear set.

Abstract: A power transmission system of a hybrid electric vehicle may include an engine being a power source, a torque transmission device including four rotation shafts and a compound planetary gear set, the torque transmission device converting torque input from the engine, and outputting a converted torque, two supplemental power sources respectively connected to two rotation shafts among the four rotation shafts of the torque transmission device and supplying generated torque to the torque transmission device, two friction members selectively connecting two rotation shafts among the four rotation shafts of the torque transmission device to a transmission housing, an output device outputting torque transmitted from the torque transmission device, and a final reducing device decelerating torque transmitted from the output device and outputting the decelerated torque through a differential apparatus.

Abstract: A power generation system is disclosed. The power generation system includes an electrical converting device and a repowered portion connected to the electrical converting device. The repowered portion includes a reciprocating internal combustion engine and a gearbox. The reciprocating internal combustion engine is connected to the gearbox by a first connecting structure. The gearbox is connected to the electrical converting device by a second connecting structure.

Abstract: A power transmission system of a hybrid electric vehicle may include a first input device, a torque transmitting device, a second input device, an output device, and a final reduction device. The first input device may receive either or both of torques of an engine and a first motor/generator. The torque transmitting device may be disposed at a rear or downstream of the first input device and selectively receive torque from the first input device. The second input device may be disposed at a rear or downstream of the torque transmitting device, convert torque of a second motor/generator, and output the converted torque. The output device may receive torque from the torque transmitting device and/or the second input device and output the torque. The final reduction device may output the torque transmitted from the output device as driving torque.

Abstract: It is an object of the present invention to provide a structure in which the height of an engine hood is reduced and it is easy to discharge the air mixed in a cooling water passage in a cooling device for hybrid vehicle.

Abstract: An apparatus includes a deceleration definition module that interprets a target deceleration rate, a deceleration detection module that identifies a vehicle deceleration event, and a deceleration quality module that identifies a deceleration improvement opportunity in response to the target deceleration rate and the vehicle deceleration event. The apparatus further includes an operator feedback module that provides a specific operator guidance in response to the deceleration improvement opportunity.

Abstract: An apparatus for selecting operating conditions of a genset, the apparatus including a processor circuit configured to select a set of operating points from a plurality of operating points of the genset each comprising an engine speed in a generator electrical output value and a plurality of cost values associated with operating the genset at respective operating points such that the sum of the cost values associated with the operating points in said set is minimized and such that the engine speed increases or decreases monotonically with monotonically increasing or decreasing electrical power output values.

Abstract: A gear-train for transferring torque from multiple power sources includes first, second, and third input members, and an output member. The first and second input members rotate about a first axis, the third input member rotates about a second axis, and the output member rotates about a third axis. The gear-train additionally includes a first gear-set connected to the first input member. The gear-train also includes a second gear-set connected to the second input member. The gear-train additionally includes an intermediate shaft that rotates about a fourth axis. Furthermore, the gear-train includes a third gear-set connected to the intermediate shaft. In the third gear-set, first member is connected to the intermediate shaft and to the third input member, second and third members are set coaxially relative to the intermediate shaft and configured for asynchronous rotation with each other, and the third member is also connected to the output member.

Abstract: A hybrid power train for a vehicle is capable of improving fuel efficiency of the vehicle by preventing a motor from being driven by power of an engine for a period in which the vehicle is driven by the engine.

Abstract: A vehicle includes a starter motor, an engine having an output mechanically coupled to the starter motor, a transmission having an input, and an electric machine mechanically coupled to the transmission input. The vehicle further includes a clutch configured to mechanically couple the electric machine and the output of the engine, and at least one controller. The at least one controller is programmed to initiate an engine start based on driver demand. The controller is further configured to enable pressure to the clutch for the engine start if driver demand is less than a calibratable torque value or enable the starter motor for the engine start if the driver demand is greater than a calibratable torque value. The controller may lock the clutch to the output of the engine in response to the speed of the engine being approximately equal to the speed of the electric machine.

Abstract: A vehicle includes an engine having a crankshaft, a transmission having an input, and a torque converter mechanically coupled to the input. The vehicle further includes an electric machine mechanically coupled to the torque converter, a clutch configured to mechanically couple the electric machine and crankshaft, and one or more controllers. The one or more controllers are programmed to, in response to the transmission being in a drive or reverse gear and a speed of the vehicle being less than a predetermined value in an absence of driver demand, control the electric machine to achieve a target speed to cause the torque converter to output torque such that the speed of the vehicle approaches a generally constant speed less than or equal to the predetermined value when the vehicle is on a generally flat grade.

Abstract: A vehicle includes an engine having a crankshaft, a transmission having an input, and an electric machine mechanically coupled to the transmission input. The vehicle further includes a clutch configured to mechanically couple the electric machine and engine crankshaft, and at least one controller. The at least one controller, in response to an engine start condition and subsequent partial engagement of the clutch, outputs a torque command for the electric machine to increase the speed of the crankshaft to a speed of the electric machine before commanding fuel injection of the engine. The torque command is based on driver demanded torque and a change in speed of the crankshaft caused by changes in pressure to the clutch.

Abstract: A vehicle is provided with a powertrain including an electric motor, an internal combustion engine, and a turbocharger. The vehicle further includes a controller programmed to apply a variable filter to engine torque commands that are responsive to driver demand. The filter affects commands having a rate of increase greater than a predetermined threshold such that corresponding rates of increase in both engine torque and turbocharger speed are limited to respective rates less than the maximum available levels in order to reduce a surge in engine output emissions. The controller additionally issues commands for motor torque such that overall powertrain torque satisfies the driver demand.

Abstract: A fail-safe control method and apparatus for an engine clutch actuator includes determining whether a driving mode of a hybrid vehicle is an electric vehicle (EV) mode. An oil pressure in a cylinder of the engine clutch actuator is measured when the driving mode of the hybrid vehicle is the EV mode. The oil pressure value in the cylinder is compared with a previously stored average pressure value. A motor of the engine clutch actuator rotates to decrease the oil pressure value in the cylinder t when the oil pressure value in the cylinder is greater than the previously stored average pressure value. An engine clutch is connected to an internal combustion engine as the oil pressure value in the cylinder decreases.

Abstract: A drive system includes first and second power sources, a planetary gearset including an output, and first and second inputs driveably connected, respectively, to the first and second power sources, a pinion supported for rotation, and a synchronizer for alternately releasing a drive connection between the pinion and output and substantially synchronizing a speed of the pinion and a speed of the output before driveably connecting the pinion and the output.

Abstract: A power transmission system of a hybrid electric vehicle which uses an engine and first and second motor/generators as power sources may include an input device having a first input shaft receiving either or both of torques of the engine and the first motor/generator and provided with a first driving gear disposed thereon, and a second input shaft disposed in parallel with the first input shaft, receiving a torque of the second motor/generator, and provided with a second driving gear disposed thereon, an output device including an output shaft provided with one driven gear engaged with the first driving gear, a second driven gear engaged with the second driving gear, and an output gear disposed thereon, and outputting torque transmitted from the input device, and a final reduction device outputting torque transmitted from the output device as driving torque.

Abstract: A method and system for controlling a downshift for a hybrid vehicle includes: determining whether a running mode of the hybrid vehicle is an electric vehicle (EV) mode; determining whether a kick-down occurs when the hybrid vehicle is in the EV mode, wherein the kick-down requires a downshift; operating an engine and performing a shift-start (SS) when a downshift condition according to the kick-down is satisfied; determining whether a speed of the engine and a speed of a motor are synchronized before performing an actual shift-begin (SB); engaging an engine clutch when the speed of the engine and the speed of the motor are synchronized; and performing the actual SB when the engine clutch is engaged.

Abstract: A method for controlling a hybrid vehicle having an engine includes automatically stopping the engine in response to vehicle power demand dropping below currently available electrical power while trailering, and automatically starting the engine when vehicle power demand is at a first offset below currently available electrical power. A hybrid vehicle includes an engine, an electric machine, a trailer hitch, and a controller configured to, in response to the vehicle trailering, command the engine to start at a torque offset below an unladen vehicle engine torque pull up schedule, where the torque offset is based on vehicle loading. A method for controlling a hybrid vehicle having a trailer hitch includes detecting the trailer hitch being in use, commanding an engine to stop, and commanding the engine to start in response to a torque to accelerate being within a predetermined offset below an unladen vehicle torque pull up schedule.

Abstract: A power transmission system for a hybrid vehicle according to an exemplary embodiment of includes an input shaft through which torque from an engine, which is a power source, is inputted, first and second motor/generators that have the functions of both of a motor and a generator, as individual power sources, a planetary gear set that may be disposed on a line from the input shaft and includes a first rotating element directly connected with the first motor/generator and selectively connected to a transmission housing, a second rotating element directly connected with the input shaft and selectively connected to the transmission housing, and a third rotating element operating as an output element and connected with the second motor/generator, an output shaft that transmits torque from the planetary gear set and the second motor/generator to driving wheels through a differential, and a friction member disposed on the selective connecting portion.

Abstract: A power transmission system for a hybrid vehicle including an engine, a first planetary gearset and a second planetary gear set is provided. In particular, the first planetary gearset includes a plurality of first rotational elements, one of which is coupled with an output shaft of the engine and one of which is coupled with a first motor generator, and two of which are allowed to be directly selectively connected directly by a clutch. The second planetary gearset includes a plurality of second rotational elements, one of which is permanently coupled with one of the first rotational elements of the first planetary gearset, one of which is coupled with a second motor generator and one of which is connected directly with drive unit.

Abstract: A power transmission apparatus for a vehicle includes a first clutch and a second clutch, a first input shaft selectively connected with an engine through the first clutch and a second input shaft selectively connected with the engine through the second clutch, an electric supplement drive unit that is a motor generator performing functions of both of a motor and a generator and transmits a driving force to the second rotary shaft, a planetary gear set including first, second, and third rotating elements, in which the first rotating element is connected with the electric supplement drive unit through the second rotary shaft, the second rotating element is selectively connected with the engine through the first rotary shaft, and the third rotating element functions as a fixing element, and a shifting unit that shifts and outputs torque of the first input shaft of the input unit at several stages.

Abstract: A power transmission apparatus for a vehicle includes: a first clutch and a second clutch, a first input shaft receiving rotary power of the engine through the first clutch and having a plurality of input gears, a second input shaft receiving rotary power of the engine through the second clutch, a planetary gear set having first rotary element connected with the second input shaft, second rotary element connected with the first input shaft, and third rotary element being directly connected with a transmission housing, a first transmission outputting mechanism to output the rotary power transferred from the first input shaft and a second transmission outputting mechanism to output the rotary power transferred from the first input shaft, a motor/generator transferring the rotary power to the first and second transmission outputting mechanisms, and a final deceleration mechanism finally decelerating the rotary power transferred from the transmission outputting device.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a driveline may selectively enter a sailing mode to provide quick driveline torque response with reduced impact on fuel economy.

Abstract: A vehicle using a first MG, a second MG, and an engine as drive sources includes an electric oil pump, a mechanical oil pump driven by power of the engine, and a hydraulic circuit. The hydraulic circuit includes first oil passages for supplying oil to the first MG, a second oil passage for supplying oil to the second MG, a switch-over valve capable of switching over states of communication of the first oil passage, and a switch control valve that outputs pilot hydraulic pressure to the switch-over valve. States of the switch-over valve are switched over in accordance with hydraulic pressure from the switch control valve and hydraulic pressure from the mechanical pump.

Abstract: A transmission system for a hybrid electric vehicle includes an input shaft connected to an output side of an engine, first and second motors/generators having a function of a motor and a generator and disposed in a transmission housing, a planetary gear set disposed on the input shaft and including three rotating elements, in which among three rotating elements, a first rotating element is directly connected to the first motor/generator and selectively connected to the input shaft and the transmission housing, a second rotating element is directly connected to the input shaft, and a third rotating element is connected to an output gear and connected to the second motor/generator, and a connection unit disposed at the selective connection part.

Abstract: A vehicle driving system includes a slip detector that detects an occurrence of excess slipping; an additive/subtractive slip point calculator that time-discretely calculates an additive/subtractive slip point, which is an additive slip point or a subtractive slip point, on the basis detection or non-detection of an occurrence of excess slipping; a cumulative slip point calculator that sequentially calculates a cumulative slip point that is a cumulative sum of values of the additive/subtractive slip point; and a driving mode switcher that switches between a two-wheel driving mode and an all-wheel driving mode on the basis of the cumulative slip point. When excess slipping is detected, the additive/subtractive slip point calculator calculates the additive slip point on the basis of a driving force correlation value that correlates to a driving force a driving wheel for which the excess slipping has occurred.

Abstract: A transmission for a hybrid vehicle is provided to implement one or more electric vehicle modes, two or more power split modes, and a plurality of fixed-gear ratio modes that can improve driving performance and fuel efficiency.

Abstract: A torque estimation system for a vehicle comprises an operating parameter module, a torque estimation module, and an estimation control module. The operating parameter module determines an estimated engine operating parameter based on engine speed. The torque estimation module estimates engine torque based on the engine speed and the estimated engine operating parameter. The estimation control module provides a plurality of engine speeds to the operating parameter module and the torque estimation module to determine estimated engine torque as a function of engine speed.

Abstract: A transmission includes a main gearbox and an electric machine. The main gearbox has a primary shaft, a secondary shaft and gear sets, each having a driving gearwheel carried by a respective primary shaft and a driven gearwheel carried by a respective secondary shaft. A first gearwheel and a second gearwheel meshing with each other are idly mounted on the primary shaft and on the secondary shaft, respectively, and are selectively connectable for rotation with the respective shaft by a first coupling device and of a second coupling device, respectively. The electric machine is releasably connected to the first gearwheel or to the second gearwheel, such that with the first coupling device in an engaged position the electric machine is able to transmit torque to the primary shaft on which the first gearwheel is mounted, while with the second coupling device in an engaged position, the electric machine is able to transmit torque to the secondary shaft on which the second gearwheel is mounted.

Abstract: A torque control device for use in a hybrid vehicle equipped with a generator driven by an internal combustion engine has a command value calculator that calculates an engine torque command value and a rotation speed command value of the generator based on a target generation power of the generator set in accordance with a running state of the hybrid vehicle, a generator torque command value calculator that calculates a generator torque command value to cause a rotation speed calculation value to match the rotation speed command value, a generator controller that controls the generator based on the generator torque command value, a rotation speed detector that detects a rotation speed detection value of the generator, and a pulsation removal filter.

Abstract: A control device of a hybrid vehicle includes an engine and an electric motor, a clutch, and an automatic transmission. The motor is the only drive power source when the clutch is released. The control device is configured such that when a request for increasing drive torque while the motor is running is made, if start control of the engine and downshift control of the automatic transmission overlap, clutch engagement completion is a starting point to start a rotational change of an input rotation speed of the transmission toward a synchronous rotation speed after a shift, and a transmission torque capacity during the downshift control in the transmission until engagement completion of the clutch being set equal to or greater than an input torque of the transmission during the motor running and less than an input torque of the transmission at the time of engagement completion of the clutch.

Abstract: A driving mode switching device for an electric gear box includes a body having a room and a clutch member is located in the room. A first active gear and a second active gear are located in the room, the first and second active gears are co-axially connected to each other. The second active gear is engaged with a passive gear which is co-axially connected with a transmission gear. A motor unit has an output shaft located in the room. The output shaft has a toothed portion engaged with the first active gear. The motor unit drives the first and second active gears. The passive gear drives the transmission gear. The clutch member shifts the passive gear axially to disengage the passive gear from the second active gear. The body is connected to and provides power to a bicycle, a motorcycle, or a tri-wheel vehicle.

Abstract: A rear drive unit for a hybrid electric motor vehicle is provided. The rear drive unit comprises a rear link/drive shaft and an electrical motor/generator.

Abstract: A method and system for controlling a downshift for a hybrid vehicle includes: determining whether a running mode of the hybrid vehicle is an electric vehicle (EV) mode; determining whether a kick-down occurs when the hybrid vehicle is in the EV mode, wherein the kick-down requires a downshift; operating an engine and performing a shift-start (SS) when a downshift condition according to the kick-down is satisfied; determining whether a speed of the engine and a speed of a motor are synchronized before performing an actual shift-begin (SB); engaging an engine clutch when the speed of the engine and the speed of the motor are synchronized; and performing the actual SB when the engine clutch is engaged.

Abstract: The present invention improves fuel efficiency of an engine that is the power source of an auxiliary machine. Configured is a regeneration control device that has a control means that, when a hybrid automobile is stopped, the accelerator is in a closed state, and the auxiliary machine is in an operating state, and when the indicated value for the amount of fuel injection of the engine is equal to or more than a predetermined threshold, or the indicated value exceed the threshold, causes a driving mode wherein the engine and an electric motor cooperate during deceleration after the hybrid automobile has started moving.

Abstract: In a parallel hybrid vehicle having and internal combustion engine and an electric motor operatively connected to a transmission shaft, a multimode mechanical clutch selectively couples an output shaft of the internal combustion engine to the transmission shaft. The multimode clutch has a two-way unlocked mode where the output shaft and transmission shaft can rotate independently in either direction, and a one-way locked, one-way unlocked mode where the shafts are locked to rotate together in one direction and unlocked for independent rotation in the opposite direction. The clutch may also have a two-way locked mode where the shafts rotate together in both directions. Pawls may be provided to engage and disengage as needed to execute the modes of the multimode clutch actuator.

Abstract: A control system for a vehicle comprises a control unit configured to be electrically coupled to a drive system of the vehicle. The drive system includes at least one traction motor for providing motive power to the vehicle. The control unit is configured to control a torque output of the traction motor to hold zero speed or near zero speed of the vehicle on a grade without knowing information, in at least one mode of operation, about the grade and/or a load of the vehicle, and without a service brake of the vehicle being activated.

Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The drive control device releases one of the clutch and the brake when the engine is started in a drive mode in which the engine is at rest while the clutch and the brake are in an engaged state, selecting the one of the clutch and the brake to be released, depending upon a drive force generated during starting the engine.

Abstract: A hybrid vehicle has a powertrain that includes a transmission with a planetary gear set that has a first, a second, and a third member. An engine is connected for unitary rotation with the first member. A first final drive is operatively connectable with the carrier member and connected with the first axle. A first motor-generator is connected for unitary rotation with the third member. A second motor-generator is operatively connected for proportional rotation with one of the axles. A first clutch is selectively engageable to connect any two of the members for unitary rotation with one another. The planetary gear set provides an underdrive ratio of speed of the second member to speed of the engine when the sun gear member is stationary.

Abstract: A control system includes a drive source including an engine and a motor. A clutch is provided between the drive source and a driving wheel, wherein the clutch is engaged when a drive range is selected. The system performs, by a speed control of the motor, a control for keeping an input speed of the clutch at a target speed that is equal to the input speed at start of an engagement control of the clutch. The system judges that the clutch has started to be engaged, in response to a condition that a parameter has exceeded a predetermined threshold value when in a start region of the engagement control of the clutch, wherein the parameter changes along with a rotational fluctuation of the drive source. The system starts the judgment after awaiting satisfaction of a predetermined condition after the start of the engagement control of the clutch.

Abstract: The invention relates to a hybrid drive, comprising an internal combustion engine, an electric machine and a torque superposition device, by means of which a torque supplied by the internal combustion engine can be superposed on a torque supplied by the electric machine, wherein the torque superposition device has a first and a second torque input and a torque output. The electric machine is coupled to the first torque input via a first transmission device, and the internal combustion engine is coupled to the second torque input via a second transmission device.

Abstract: The present invention relates to an electric vehicle and to a method for controlling same. The method for controlling the electric vehicle according to the present invention comprises the steps of: using first data to calculate a first torque value in a first memory; using second data to calculate a second torque value in a second memory having a memory address separate from the first memory; and comparing the first torque value and the second torque value, determining whether an abnormality exists in the torque calculations, and controlling the motion of the vehicle.

Abstract: A hybrid drive of a motor vehicle having an automated manual transmission with two input shafts and a common output shaft. The first input shaft can be connected to the drive shaft of an internal combustion engine by a clutch and can be brought into a drive connection to the output shaft by a first group of shiftable gearwheel sets. The second input shaft has a drive connection to the rotor of an electric machine, which can operate as a motor and a generator, and can be brought into a drive connection with the output shaft by a second group of selectively shiftable gearwheel sets. The input shafts can be coupled by coupling-shift element. The hybrid drive is provided with a second electric machine, which can operate as a motor and a generator and has a rotor that can be connected to the first input shaft.