Abstract: Systems and methods for starting an engine that may be started via two different electric machines are described. In one example, the method reserves an amount of torque that is based on a torque capability of a belt integrated starter/generator and the engine is started with the reserved torque if engine starting torque is greater than a torque capability of the belt integrated starter/generator.

Abstract: In one aspect of the present disclosure, a method is provided for operating a vehicle system comprising a motor, a battery, and a controller. The vehicle system is configured to provide at least one of regenerative braking wherein the motor operates to charge the battery and propulsion wherein the motor uses electrical power from the battery to propel the vehicle. The method includes, at the controller, determining an effective motor power at a motor speed and a motor torque. The effective motor power is determined based at least in part on a calculated motor power and an electrical power loss of the motor corresponding to the motor speed and the motor torque. The method further includes causing the motor to apply the motor torque to a wheel of the vehicle upon the effective motor power satisfying an operating condition of the vehicle system.

Abstract: Methods and systems related to electric propulsion. An electric propulsion system, in one example, includes a first electric machine coupled to a first gear set with a first gear ratio, a second electric machine coupled to a second gear set with a second gear ratio different from the first gear ratio, and an axle including an axle interface. In the system, at least a first output gear of the first gear set and a second output gear of the second gear set are coupled in parallel to the axle interface.

Abstract: A regenerative torque control unit is configured to reduce a regenerative torque and increase a rising gradient of the regenerative torque at a start of regeneration when a road surface friction coefficient acquired by a road surface friction coefficient acquisition unit is low as compared to when the road surface friction coefficient is high. Thus, it is possible to suppress occurrence of a slip on a low ? road, and it is less likely to provide a feeling of strangeness from a change between a low ? road and a high ? road.

Abstract: A power transmission unit in which an oil pump is arranged without extending a shaft length. In the power transmission unit, an input shaft, a first rotary machine, a differential mechanism, and an output shaft are arranged coaxially. The power transmission unit comprise: a first clutch that engages a first movable member connected to an input element of the differential mechanism with a first engagement section formed on another rotary element; a second clutch that engages a second movable member connected to the output element of the differential mechanism with a second engagement section formed on another rotary element; a drive gear mounted on the input element; a driven gear meshed with the drive gear; and an oil pump connected to the driven gear.

Abstract: In a self-driving autonomous vehicle, a controller architecture includes multiple processors within the same box. Each processor monitors the others and takes appropriate safe action when needed. Some processors may run dormant or low priority redundant functions that become active when another processor is detected to have failed. The processors are independently powered and independently execute redundant algorithms from sensor data processing to actuation commands using different hardware capabilities (GPUs, processing cores, different input signals, etc.). Intentional hardware and software diversity improves fault tolerance. The resulting fault-tolerant/fail-operational system meets ISO26262 ASIL-D specifications based on a single electronic controller unit platform that can be used for self-driving vehicles.

Abstract: The present disclosure relates to a vehicular work machine (10) comprising a first electric motor arrangement (31) comprising one or more electric motors (21, 21?), and a second electric motor arrangement (32) comprising one or more electric motors (22, 22?) separate from said one or more electric motors (21, 21?) of the first electric motor arrangement (31). The vehicular work machine (10) further comprises a power connection (8) adapted to be connected to an external electric power source (17), an energy storage arrangement (23) and a hydraulic pump assembly (24) that is adapted to power hydraulic devices (5, 18, 19, 20) comprised in the vehicular work machine (10). At least one electric motor (21, 21?; 22, 22?) in each electric motor arrangement (31, 32) is adapted to propel the hydraulic pump assembly (24).

Abstract: A method for operating a hybrid transmission includes monitoring the surroundings of a motor vehicle and, based on the data ascertained within the scope of the monitoring, determining a probability of occurrence of a driving situation to be anticipated, which, upon occurring, results in a deceleration of the motor vehicle. Based on the determined probability of occurrence, it is decided whether to carry out an electrodynamic gear shift or an output-assisted gear shift in order to transfer the hybrid transmission out of an operating condition, in which a gear is engaged, into a shift condition.

Abstract: An assembly set for transmission devices for motor vehicles. Each of the transmission devices has an input shaft which can be operatively connected to a drive device of the motor vehicle, as well as a first output shaft, and a second output shaft, and has a spur gear differential transmission designed as a planetary transmission, via which the input shaft and an intermediate shaft that is coupled or can be coupled to an electric machine arranged coaxially to the input shaft are coupled to the first output shaft and the second output shaft. The electric machine is coupled to the input shaft in a first shift position of a shift device and to the intermediate shaft in a second shift position of the shift device.

Abstract: A controller as a control apparatus for a hybrid vehicle determines whether or not to perform switching from a first traveling mode in which a hybrid vehicle is caused to travel using torque of a motor without using torque of an engine to a second traveling mode in which the hybrid vehicle is caused to travel using at least the torque of the engine. The controller, when determining that switching is to be performed from the first traveling mode to the second traveling mode, performs control to reduce output torque of the motor by a predetermined amount. After this control, the controller shifts a first clutch from a released state to an engaged state so that the torque of the motor is transmitted to the engine via the first clutch, and cranks the engine using the motor to start the engine.

Abstract: A hybrid power train structure for off-road vehicles (ATVs, UTVs and SSVs) uses an internal combustion engine (“ICE”) rotating a crankshaft through a continuously variable transmission (“CVT”) as a primary source of locomotion torque, but also includes a driving/generator motor which, in certain established conditions, can either provide an additional or alternative source of locomotion torque or can harvest electricity from the torque created by the internal combustion engine. The driving/generator motor is an axial flux motor of small size for its relative torque output, which can either be directly coupled to the CVT output shaft or, when additionally used as a starter motor for the ICE in an automatic ICE starting and stopping routine.

Abstract: A hybrid power transmission mechanism includes an engine; a motor/generator having a rotor and a stator; a driven machine; a planetary gear mechanism having a sun gear, an internal gear drivingly connected to the rotor, a planetary gear, and a planetary carrier shaft including first and second extension shaft parts extending from the planetary gear in opposite directions; a first clutch switchable between a state of allowing transmission of power between the first shaft and the internal gear and a state of not allowing transmission of power therebetween; and a second clutch switchable between a state of allowing rotation of the sun gear and a state of not allowing rotation thereof. A first shaft that outputs power of the engine and a second shaft that inputs power to the driven machine are drivingly connected to the first and second extension shaft parts of the planetary carrier shaft, respectively.

Abstract: A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake.

Abstract: A transmission includes an input assembly, an electric machine, a variator and a power shift assembly. The input assembly has directional clutches and is configured to receive rotational engine power. The variator has only a single planetary set configured to selectively receive rotational power from the electric machine and from the input assembly. The power shift assembly is configured to receive rotational power from the variator. Power shift clutches are configured to dissipate energy from asynchronous gear meshing and include a first power shift clutch carried by a first countershaft and a second power shift clutch carried by a second countershaft. The power shift assembly is configured to effect multiple different rotational power flows to effect unique gear ratios.

Abstract: A method of controlling charging of a battery may include making, by a controller, the battery that supplies power to a drive motor start to be charged with a boosted voltage higher than a voltage of a fast charger by controlling a switch connecting the drive motor and the fast charger of a vehicle and a switch of an inverter driving the drive motor, for fast charging of the battery; determining, by the controller, whether a motor position sensor has failure according to an output signal of the motor position sensor which detects a position of the drive motor; engaging, by the controller, an engine clutch that is configured to connect or disconnect the engine of the vehicle and the drive motor, when the controller determines that the motor position sensor has the failure; and maintaining, by the controller, the fast charging for the battery when a rotation of the drive motor stops after the engine clutch is engaged.

Abstract: A hybrid vehicle control apparatus including a torque converter temperature detector detecting a torque converter temperature, a rotor temperature detector detecting a rotor temperature, a stator temperature detector detecting a stator temperature, and an electronic control unit including a microprocessor. The microprocessor is configured to perform controlling an engine, a transmission, a lockup clutch, a motor-generator and a stator cooling device based on the torque converter temperature detected by the torque converter temperature detector, the rotor temperature detected by the rotor temperature detector and the stator temperature detected by the stator temperature detector so that the torque converter temperature is equal to or lower than a first predetermined temperature, the rotor temperature is equal to or lower than a second predetermined temperature and the stator temperature is equal to or lower than a third predetermined temperature.

Abstract: A power transmission device includes a motor, a first planetary reduction gear connected downstream of the motor, a second planetary reduction gear connected downstream of the first planetary reduction gear, a differential gear connected downstream of the second planetary reduction gear, a drive shaft connected downstream of the differential gear, and a case member. The drive shaft penetrates an inner circumference of a rotor of the motor, an inner circumference of a sun gear of the first planetary reduction gear, and an inner circumference of a sun gear of the second planetary reduction gear. A portion of the differential case positioned between the first planetary reduction gear and the second planetary reduction gear is supported at an inner circumference side of a portion of the case member with a first bearing being interposed.

Abstract: Described herein relates to a system of and method for recovering energy and providing power in a multi-source transmission assembly, in which the transmission assembly includes secondary power sources in combination with a primary power source, where the secondary power sources are in reverse rotation with respect to the primary power source, such that energy is recovered during deceleration or the secondary power sources power the vehicle as needed. During the translation of a vehicle employing the transmission assembly, at least one motor may function, as needed, to propel the vehicle forward. During times in which the vehicle may not positively accelerating, at least one of the motors may switch to a generator mode to generate energy to be stored in a vehicle battery. As such, at least one of the motor power sources may recover an amount of energy expended by the vehicle during acceleration.

Abstract: A method of controlling a vehicle hybrid propulsion system is provided. The propulsion system includes an internal combustion engine, first and second clutches, an electric motor, and a gearbox having an input shaft and an output shaft connected to drive wheels. The method includes a first operating mode of starting the engine by the motor, a second operating mode of actuating a gear shift, and a third operating mode which actuates starting of the engine and the gear shift. The method includes passing from the first to the third operating modes even if starting of the engine has not been completed, or passing from the second to the third operating modes even if actuation of the gear shift has not been completed, so that the transition from one operating mode to another can be freely actuated at any time, depending upon operating conditions of the hybrid propulsion system.

Abstract: A catalyst deterioration determining device for use in a straddled vehicle having an engine, a transmission that transmits motive power of an engine, and a catalyst that cleans an exhaust gas from the engine. The catalyst deterioration determining device includes a running state acquirer that acquires a plurality of running states, a state determiner that stores a plurality of allowable conditions, each of which is a condition for determining work in regard to a degradation state of the catalyst to be executed and is based on a relationship among a plurality of gear ratios of the transmission, an intake state of the engine and a rotation speed of the engine, and determines whether the plurality of running states acquired by the running state acquirer satisfy the plurality of allowable conditions, and a determination executor that executes the determining work based on a result of the determination by the state determiner.

Abstract: A method for controlling a start of a mild hybrid vehicle that includes an engine, a starter-generator starting the engine or generating electricity by an output of the engine, a starter starting the engine, and a battery supplying electric power to the starter-generator may include: determining, by a controller configured for controlling an operation of the vehicle, whether a start of the vehicle is requested; checking, by the controller, current limit data of the battery when the start of the vehicle is requested; checking, by the controller, start torque current data of the starter-generator according to state data of the vehicle; comparing, by the controller, the current limit data with the start torque current data; and starting, by the controller, the engine using the starter-generator or the starter according to a result of the comparing, by the controller, the current limit data with the start torque current data.

Abstract: A planetary gear apparatus for a power transmission apparatus including a transmission housing includes a sun gear provided on a first shaft, first and second planet carriers rotatably supporting pinion gears gear-engaged with the sun gear, and a ring gear gear-engaged with the pinion gears, where an internal circumference of the sun gear is spline-engaged with an external circumference of the first shaft, where first and second support shafts are fixed to first and second side surfaces of the ring gear, respectively, where the first support shaft is rotatably supported by a supporting frame fixed to the transmission housing, interposing a first bearing, where the second support shaft is rotatably supported by the transmission housing, interposing a second bearing, where the first planet carrier is rotatably supported by the first support shaft interposing a third bearing, and where the second planet carrier is fixedly connected to a connection end portion of a second shaft.

Abstract: A P1 hybrid module for a vehicle includes a housing, a motor stator, an input shaft, a resolver rotor, an output flange, a motor rotor, a housing plate, and a resolver stator. The housing is arranged for fixing to an engine and a multi-speed transmission. The motor stator is fixed to the housing. The input shaft is arranged for driving connection to a flange of a damper. The resolver rotor is fixed to the input shaft. The output flange is arranged for fixing to a torque converter. The motor rotor is rotatably fixed to the output flange. The housing plate is fixed to the housing by a first fastener. The resolver stator is fixed to the housing plate radially outside of the resolver rotor.

Abstract: A method for operating a drive train, having a main and, an auxiliary drive and a speed modulation gearbox with a fixed mechanical transmission ratio between the two drives, for starting and towing a drive train to a defined set rotational speed. The main drive is started via a direct-on-line-start with direct coupling to a supply network. The auxiliary drive is started simultaneously with at a time before or at a time after the main drive. For towing the drive train to the defined set rotational speed, which corresponds to a defined percentage of a rated rotational speed of the drive train, the main drive is operated motorically in forward mode at least at times and accelerated to its rated rotational speed, wherein parallel to this the auxiliary drive is operated motorically in reverse mode at least at times.

Abstract: Disclosed are a hybrid vehicle and a method of calculating driving load therefor for determining a more effective gear shift reference in consideration of a driving mode. The method of controlling gear shift of a hybrid vehicle includes predicting required power of a forward driving path, determining a representative driving mode based on mode switch power as a reference of switch between a first driving mode using only an electric motor and a second driving mode using at least an engine and the predicted required power, and applying any one of a first gear shift map corresponding to the first driving mode based on the determined representative driving mode or a second gear shift map corresponding to the second driving mode.

Abstract: An electrified vehicle torque transfer system includes, among other things, an engine having an engine shaft, an electric machine having an electric machine shaft, a first clutch that is selectively engaged to rotatably couple together the engine shaft and the electric machine shaft such that the engine can drive rotation of the electric machine, and a second clutch that is selectively engaged to rotatably couple together the engine shaft and the electric machine shaft such that the electric machine can drive rotation of the engine.

Abstract: A control method for a hybrid vehicle (1) is provided. The hybrid vehicle includes an electric motor (13) that drives the vehicle to travel, a generator (12) that supplies power to the electric motor, and an engine (11) that drives the generator. The control method includes storing the timing at which an amount or factor of change in target driving force (Fd) for the vehicle becomes a predetermined threshold or more, calculating an estimated trajectory of the rotational speed of the engine in accordance with the amount or factor of change in the target driving force, and when an increase request for power generation is issued to the engine at different timing than the timing, controlling the rotational speed of the engine on the basis of the calculated estimated trajectory.

Abstract: A hybrid drivetrain for a hybrid-driven vehicle, having a transmission, which can be shifted by shifting elements into different transmission steps, and which is connectable via an internal combustion engine shaft to an internal combustion engine, via an electric machine shaft to an electric machine, and via an output shaft to at least one vehicle axis. The internal combustion engine shaft and a pinion shaft, which can be connected with respect to drive to the output shaft, are connectable via spur gearwheel sets, which can be shifted by means of shifting elements and which each form wheel levels, of which at least one hybrid wheel level is additionally connectable to the electric machine shaft.

Abstract: A power distribution device between an electric starter of a turbomachine and an electric machine toward a shaft of the turbomachine, including the electric starter, the electric machine, and a controller for controlling the electric machine. An epicyclic train reducer includes a first element intended to be coupled to the shaft, a second element coupled to the electric starter, and a third element intended to be rotated by the electric machine. The controller is configured to rotate the third of the three elements so as to obtain two bearings of reduction ratios of the speeds between the first of said three elements and the second of the three elements. The controller is configured to drive the torque of the third of the three elements in accordance with a determined output torque.

Abstract: An alternator driving apparatus for driving an alternator may include a crank pulley mounted on a crank shaft of an engine, an alternator pulley connected to the crank pulley through a driving belt, an alternator shaft connected between the alternator and the alternator pulley, and a rotation speed varying mechanism configured to vary a rotation speed of the alternator shaft.

Abstract: An accessory drive, including a planetary gear set with a plurality of components arranged to be concentrically disposed around a crankshaft of an internal combustion engine. The plurality of components includes: a sun gear; a planet carrier; a ring gear; and a planet gear meshed with the sun gear and the ring gear. A first component of the planetary gear set: is arranged to non-rotatably connect to a rotor of an electric motor/generator; and is arranged to connect to a power transfer component for least one accessory. A second component of the planetary gear set is arranged to non-rotatably connect to the crankshaft. For a starting mode of the accessory drive, the electric motor/generator is arranged to: rotate the first component of the planetary gear set; and rotate the second component of the planetary gear set with respect to the first component of the planetary gear set.

Abstract: A vehicle includes a first rotating electric machine, a second rotating electric machine, a power transmission device and an accommodation case. The rotating electric machine accommodation portion and the power transmission device accommodation portion are partitioned by a partition wall. The partition wall includes a first rotating electric machine accommodation wall, a second rotating electric machine accommodation wall, and a step wall which extends in the axial direction from the second rotating electric machine accommodation wall to the first rotating electric machine accommodation wall. The step wall is at least partially overlapped with the second rotating electric machine in the axial direction, and a distance between an outermost diameter portion of the second rotating electric machine and the step wall is shorter than a distance between the outermost diameter portion of the second rotating electric machine and an outermost diameter portion of the first rotating electric machine.

Abstract: A combination starter-generator device includes a power transmission assembly with first and second planetary gear set stages. One or more of the planetary gear set stages includes an idler gear and a ring gear. A clutch arrangement is coupled to effect a delivery mode in which power flows in a first power flow direction and a generation mode in which power flows in a second power flow direction. In delivery mode, input power is received in the first rotational direction from the electric machine and output power is provided in the first rotational direction to the engine as the first power flow direction. In generation mode, one or more of the planetary gear set stages receives input power in the first rotational direction and outputs power in the first rotational direction to the electric machine as the second power flow direction.

Abstract: A hybrid drive of a motor vehicle includes a combustion engine, an electric machine, a gear box, and a superimposed transmission. The gearbox includes an input shaft, and first and second output shafts, and the input shaft is connected to the first and second output shafts via switchable spur gear stages. The superimposed transmission is connected non-rotatably to a hollow shaft arranged coaxially with the second output shaft. The hollow shaft is connected non-rotatably to an idler of an axially adjacent switchable spur gear stage via a first coupling-switching element, and the hollow shaft is fixed at a housing via an interlock switching device. A bridging contact member connects the hollow shaft to the superimposed transmission, and the superimposed transmission is also permanently connected to a rotor of the electric machine.

Abstract: A downsized drive unit for vehicles having an SOWC is provided. A motor 2 is held in a casing 31 opening toward an axially opposite side of the engine 1, and the opening 31a of the casing 31 is closed by a covering member 32. In order to selectively restrict any of forward and backward rotation of any of rotary members, the SOWC 8 is disposed coaxially with the motor 2 in an inner side of the covering member 32 and attached to the covering member 32.

Abstract: An electrical axle for a four wheeled road vehicle is provided. The electrical axle comprises an electrical propulsion motor (110) arranged coaxially on said axle (100), a differential mechanism (120) being connected to said electrical propulsion motor for driving two wheels arranged on a first side (160) and a second side (162) of said electrical axle (100), and an electrical torque vectoring motor (132) arranged coaxially on said axle (100) and connected to said fist side (160) and second side (162) for providing a change in torque distribution between said first side (160) and said second side (162) of said axle (100), wherein the diameter of the torque vectoring motor (132) is less than the diameter of the electrical propulsion motor (110).

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 which are respectively connected to said four rotary elements. One of said 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. Said drive control device reengages the brake after an engagement capacity of the brake is temporarily reduced at the time of accelerating operation during decelerating running in a motor drive mode with the brake placed in an engaged state.

Abstract: A power transmission system of a hybrid electric vehicle includes: an input shaft; a first shaft; a first planetary assembly on the first shaft, and including a first element connected to a first motor/generator, a second element connected to an output gear through a second shaft without rotational interference with the first shaft, and a third element connected to the input shaft; a second planetary assembly on the first shaft including a fourth element connected to a second motor/generator through the first shaft and selectively connected to the input shaft, a fifth element connected to the second element, and a sixth element selectively connected to a housing; transfer gears; and frictional elements selectively connecting one element of the second planetary assembly to the input shaft, directly coupling the second planetary assembly, or selectively connecting another element of the second planetary assembly to the housing.

Abstract: In a driving apparatus for a hybrid vehicle having an internal combustion engine and first and second electric rotating machines, it is configured to have a speed increasing mechanism that increases speed of an output of the engine inputted through an input shaft and transmits it to the first electric rotating machine; a speed reducing mechanism that reduces speed of an output of the second electric rotating machine and transmits it to an output shaft; a first clutch adapted to connect and disconnect a first driving force transmission path coupling the speed increasing mechanism and the output shaft; and a second clutch adapted to connect and disconnect a second driving force transmission path coupling the engine and the output shaft.

Abstract: A system and method involves a machine having a power train including a continuously variable transmission (CVT) associated with a plurality of virtual gear ratios. To shift between the plurality of virtual gear ratios, the machine may include an operator input device that may be movable between a plurality of distinct positions. A first position may be associated with a neutral position in which no shifting of virtual gear ratios occurs. A second position of the operator input device may be associated with a first incremental rate for shifting between the virtual gear ratios. A third position may be associated with a second incremental rate for shifting between the virtual gear ratios which is different than the first incremental rate.

Abstract: Providing a control apparatus for a vehicular drive system, which is configured to implement a torque reduction control during a shifting action of an automatic transmission, and which permits reduction of the size and cost of an electric circuit including a smoothing capacitor. An electricity-generation-amount-variation restricting region A01 is predetermined such that a point of a vehicle running state lies in the electricity-generation-amount-variation restricting region A01 prior to a moment of determination to perform a shifting action of the automatic transmission, and electricity-generation-amount-variation restricting means 96 implements an electricity-generation-amount-variation restricting control to restrict a rate of increase of a total amount of an electric energy generated by first and second electric motors MG1 and MG2, to a predetermined upper limit value LTGN, when the point of the vehicle running state has moved into the electricity-generation-amount-variation restricting region A01.

Abstract: A regenerative brake device for a vehicle includes an output shaft (14) of a combustion engine (4), an input shaft (27) of a gearbox (8), an electrical machine (6) having a stator (24) and a rotor (26), and a planetary gear (10) which comprises a sunwheel (18), a ring gear (20) and a planet wheel carrier (22). The engine output shaft (14) is disconnectably connectable to the planetary gear (10) by a movable piston (16) which in a first position connects the engine output shaft (14) to the planetary gear (10) and in a second position disconnects the gearbox input shaft from the planetary gear. Also a method for regenerative braking of a vehicle (1) for such a regenerative brake device (2) is disclosed.

Abstract: A drive system includes a transmission mechanism that establishes a plurality of gear positions comprising a first-speed through sixth-speed gear positions and a reverse-drive gear position, by switching among change gear trains and coupling a first driveshaft to an output member, and also includes a lock clutch that switches a power distribution mechanism between a locked state in which a ring gear and a carrier are coupled to each other and are inhibited from rotating in a differential fashion, and a released state in which the inhibition of the differential rotation is cancelled.

Abstract: A device for a drive-train of a hybrid vehicle having a planetary gear system that comprises three elements, namely, a ring gear, sun gear and carrier. A first element of these elements of the planetary gear system has a fixed connection with a transmission input shaft of a transmission. A second element of the elements of the planetary gear system has a fixed connection with an electric machine of a hybrid drive. A clutch which can couple two of the three elements of the planetary gear system with one another. Additionally, a shifting element is provided by which a third element, of these three elements of the planetary gear system, can be coupled, in a first shift position, to an internal combustion engine of the hybrid drive and, in a second shift position, to one of a housing or a stator.

Abstract: An apparatus includes an electro-mechanical transmission including a transmission output shaft and first and second transmission input shafts selectively coupleable for rotation with a first torque generative device. A planetary gear set including first, second and third members and a reduction gear set selectively coupling the first transmission input shaft for rotation with the first member and selectively coupling the second transmission input shaft for rotation with the third member. A first gear set input shaft is selectively coupled for rotation with the first transmission input shaft and coupled for rotation with the reduction gear set. A second gear set input shaft is selectively coupleable for rotation with the second transmission input shaft and coupled for rotation with the reduction gear set. A second torque generative device is coupleable for rotation with one of the first and second gear set input shafts.

Abstract: A drive unit for a hybrid electric motor vehicle includes a bevel pinion driveably connected to a power source, a bevel gear meshing with the bevel pinion and aligned with an axis, first and second drive shafts, a differential mechanism including an input secured to the bevel gear for transmitting power between the input and the first and the second drive shafts, an electric motor/generator including a rotor, and a planetary gear set driveably connected to the input and the rotor for transmitting power between the rotor and the input such that a speed of the rotor is greater than a speed of the input.

Abstract: A gear shifting method of a hybrid vehicle may include releasing a clutch and brake of a transmission and determining a neutral condition status, controlling torque of an engine connected to one operational element of a first planetary gear set in a neutral condition, and controlling speed of a first motor/generator connected to the other operational element of the first planetary gear set. Accordingly, a speed of the first and second motor/generator are controlled and a torque of the engine is controlled in a neutral or parking state of a shift lever such that a mode change becomes easy and the torque of the engine is continuously controlled to improve a shift quality and a driving performance and to save fuel, while the neutral or parking state is changed to a drive or reverse state or the drive or reverse state is changed to the neutral or parking state.

Abstract: A variable power split device having radially inner and outer races, each comprising at least two axially spaced parts. A plurality of planetary members are arranged for rolling contact between the races and a planet follower carrier engages the planetary members. A first rotatable power element spindle connects with the planet follower to couple power between the planet follower carrier and a first power element. A second rotatable power element spindle connects with the inner race to couple power between the inner race and a second power element. A third rotatable power element spindle connects with the outer race to couple power between the outer race and a third power element. Means for adjusting axial separation adjust separation of the axially spaced parts of at least one of the races to vary a power split ratio between the first, second and third rotatable power element spindles.

Abstract: An exemplary method for operating a hybrid vehicle in the event that there is a problem with an auxiliary power source, such as an internal combustion engine or a fuel cell. According to one embodiment, the method provides a power management scheme for a variety of situations where an auxiliary power source experiences a problem; this may include situations where an internal combustion engine runs out of fuel, where there is a mechanical or electrical malfunction, or any other instance where the auxiliary power source is unable to generate and/or provide electrical energy for the hybrid vehicle. The power management scheme conserves the vehicle's primary power source, which is typically a battery, in order to provide the hybrid vehicle with an extended driving range.

Abstract: A crawler vehicle having a first and second track driven by a first and second drive wheel respectively; an internal combustion engine; a mechanical power transmission assembly extending from the internal combustion engine to the first and second drive wheel; an electric power transmission assembly; a mechanical power connection configured to transfer energy between the mechanical power transmission assembly and the electric power transmission assembly; and at least one mechanical power transmission configured to transfer energy between the electric power transmission assembly and the mechanical power transmission assembly; the electric power transmission assembly extending from the mechanical power connection to the mechanical power transmission.