A control system for a hybrid vehicle configured to avoid unintentional reduction in a driving force is provided. The control system is configured to estimate a vehicle speed after a predetermined period of time during propulsion of the vehicle under single-motor mode, and to shift the operating mode directly from the single-motor mode to an engine mode while skipping a dual-motor mode, if a current operating point of the vehicle enters into an operating region where both of the second mode and the third mode are available but the operating mode is expected to be further shifted to the engine mode.

A method is provided to control a hybrid powertrain to achieve a desired engine speed in a combustion engine, said powertrain comprising: a gearbox with input and output shafts with the combustion engine connected to the input shaft; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectfully connected to the first and second planetary gears; first gear pair connected with the first main shaft; and second gear pair connected with the second main shaft. The method comprises a) ensuring that two rotatable components in the first planetary gear are connected; b) ensuring that all rotatable components in the second planetary gear are disconnected; c) ensuring that a gear is engaged in the first gear pair, d) ensuring that the second gear pair is disconnected; e) controlling the second electrical machine so that a desired torque is achieved in the output shaft; f) controlling the combustion engine to a desired engine speed; and g) controlling the first electrical machine so that a desired total power consumption for the first and the second electrical machines is achieved.

A hybrid powertrain that includes a combustion engine (4) and a gearbox (2) with an input shaft (8) and an output shaft (20); a first planetary gear (10) connected to the input shaft (8); a second planetary gear (12) connected to the first planetary gear (10); a first electrical machine (14) connected to the first planetary gear (10); a second electrical machine (16) connected to the second planetary gear (12); at least one gear pair (G1, 60, 72) connected to the first planetary gear (10) and to the output shaft (20); and at least one gear pair (G2, 66, 78) connected to the second planetary gear (12) and to the output shaft (20), a countershaft (18) provided between the combustion engine (4) and the gearbox (2) so that the engine (4) can be disconnected from the gearbox (2). Also disclosed is a method for controlling the disclosed hybrid powertrain (3). Also a vehicle (1) includes such a gearbox (2), and a method to control such a gearbox (2). Also a computer program (P) to control a gearbox.

A method is provided for moving off of a vehicle with a hybrid powertrain, comprising a combustion engine; a gearbox with input and output shafts; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectively connected to the first and second planetary gears and capable of operating each other; one gear pair connected with the first planetary gear and output shaft; and one gear pair connected with the second planetary gear and output shaft. The method comprising, while the combustion engine is in operation: a) ensuring that the rotatable components of the first and second planetary gears are respectively disconnected from each other, b) ensuring that at least one gear is engaged, corresponding to the one gear pair connected with the first planetary gear, and/or the one gear pair connected with the second planetary gear, and c) activating the first and second electrical machines, where total power output from the electrical machines is zero, and so that a torque is generated in the output shaft.

A method of shifting ranges within a transmission is provided. The method of an embodiment includes determining an intention to change from a first mode to a second mode in the transmission, determining the first mode of the transmission, which includes a first range clutch in an engaged condition and a first synchronizer in a first engaged condition, determining the second mode of the transmission, which includes a second range clutch in an engaged condition and a second synchronizer in a first engaged condition, engaging the second synchronizer in the first engaged condition, disengaging the first range clutch, engaging the second range clutch, and disengaging the first synchronizer from the first engaged condition.

A powertrain for a work vehicle includes an engine, a continuously variable power source (CVP), an output shaft, and a transmission. The transmission operably connects the engine and the CVP to the output shaft. The transmission is configured to provide selection between a plurality of transmission modes in which the transmission transmits power from at least one of the engine and the CVP to the output shaft. The transmission includes an input assembly defining an input axis, a variator assembly defining a variator axis, a countershaft assembly defining a countershaft axis, and an output assembly defining an output axis. The input assembly, the variator assembly, the countershaft assembly, and the output assembly are the same in different orientations. A vertical drop distance from the input axis to the output axis varies between the different ones of the plurality of orientations.

A drive train includes a first gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a second gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set, and at least one of (a) a first clutch that selectively engages the second motor/generator with the first gear set and (b) a second clutch that selectively engages the ring gear of the second gear set with the planetary gear carrier of at least one of the first gear set and the second gear set. The planetary gears of both sets are rotatably supported by respective planetary gear carriers.

This disclosure describes various embodiments of a battery assembly for an electrified vehicle battery pack. The battery assemblies include one or more battery cells (e.g., cylindrical, prismatic, or pouch cells) and a cooling device extending at least partially through the battery cells. The cooling device is configured to either conductively or convectively cool the battery cells. In some embodiments, the cooling device is a solid rod, a hollow tube, a slab, or some combination of these features. In other embodiments, the cooling device connects to a coolant manifold configured to communicate coolant for convectively cooling the battery cells of the battery assembly.

A final drive assembly for a vehicle drive axle having first and second axle-shafts that are configured to rotate about a common first axis. The final drive assembly includes a first gear-set configured to be operatively connected to the first axle-shaft. The final drive assembly also includes a second gear-set configured to be operatively connected to the second axle-shaft. The final drive assembly additionally includes an electric motor configured to provide an electric motor torque input to each of the first and second gear-sets and arranged on a second axis that is parallel to the first axis.

A drive system for a vehicle includes a first planetary device, a second planetary device directly coupled to the first planetary device, a first electromagnetic device at least selectively coupled to the first planetary device and including a first shaft, a second electromagnetic device directly coupled to the second planetary device and including a second shaft, and an output shaft coupled to the first planetary device. The first shaft and the second shaft are radially aligned with the first planetary device and the second planetary device. The output shaft is radially aligned with the first planetary device and the second planetary device