A number of variations may include a product comprising a first electrical machine and a second electrical machine operatively connected to a gearbox; at least one axle assembly operably attached to the gearbox; wherein the first electrical machine and the second electrical machine are constructed and arranged to drive the gearbox; and wherein the gearbox is constructed and arranged to drive the axle assembly.

A number of variations may include a product comprising a first electrical machine and a second electrical machine operatively connected to a gearbox; at least one axle assembly operably attached to the gearbox; wherein the first electrical machine and the second electrical machine are constructed and arranged to drive the gearbox; and wherein the gearbox is constructed and arranged to drive the axle assembly.

A drive system with one or more electrically driven axles, a transmission subsystem, which is drivingly coupled to the drive gearbox of each of the electrically driven axles, synchronous and asynchronous motors, which are each drivingly coupled to the transmission subsystem, and a controller. Each of the axles has a drive gearbox that transmits rotary power to an associated set of vehicle wheels. The controller controls the synchronous motor and/or the asynchronous motor responsive to at least a torque request and a shaft speed of the synchronous motor and/or the shaft speed of the asynchronous motor. Over a significant portion of the operating range of the drive system, the controller is configured to vary the respective magnitudes of the rotary power provided by the motors to satisfy the torque request in a manner that maximizes a combined efficiency of the motors in a predetermined manner.

A vehicle includes an axle having left and right wheels. The vehicle further includes left and right torque-vector control devices each having an actuator with a released position, a fully actuated position, and a plurality of intermediate positions. A vehicle controller is programmed to, in response to the vehicle turning and one of the actuators being actuated, command different torques to the left and right wheels to produce torque vectoring between the wheels, wherein a difference between the torques commanded to the wheels increases as the actuator moves toward the fully actuated position and decreases as the actuator moves toward the fully released position.

A power train for a vehicle may include a differential case; a differential ring gear aligned to be concentric to the differential case, and provided in a relatively rotatable state therebetween; and a connection/disconnection mechanism provided to connect or disconnect the differential ring gear and the differential case in a state where power is transferred thereto.

This disclosure details exemplary electrical architectural layouts for distributing high voltage power within electrified vehicles. An exemplary battery pack associated with an electrical architectural layout of an electrified vehicle may include an enclosure assembly that houses one or more battery arrays. The battery arrays may be efficiently arranged relative to one another inside the enclosure assembly to establish an open channel within the enclosure assembly. A high voltage wiring harness may be routed through an interior of the battery pack within the open channel. The exemplary electrical architectural layouts of this disclosure may be employed within all-wheel drive, rear-wheel drive, or front-wheel drive electrified vehicles.

A wheel-driven vehicle (1), comprising a front vehicle unit (1 A), a rear vehicle unit (1B), a power source (4), a first centre beam (8) and a second centre beam (9), a first driving means (10) and a second driving means (11) provided on each opposite sides of the first centre beam (8), a third driving means (13) and a fourth driving means (14), provided on opposite sides of the second centre beam (9), wherein the respective driving means (10, 11, 13, 14) comprises at least a driving wheel (16), a power-transmitting arrangement for transmission of power from said power source (4) to the driving wheel (16) that is included in each of the driving means (10, 11, 13, 14), wherein the power-transmitting arrangement comprises an engine (19) and a transmitting arrangement (20). The engine (19) is a hydraulic engine, the power-transmitting arrangement comprises separate hydraulic circuits (22, 23, 24, 25) for driving the hydraulic engine (19) of the respective driving means (10, 11, 13, 14), the power-transmitting arrangement comprises one or more pumps (26, 27, 28, 29) driven by the power source (4) for driving the respective hydraulic engine (19) as well as regulating means configured to individually regulate a power output on the respective hydraulic engine (19).

A method for operating a vehicle comprising at least one functional module, two or more drive modules, which are: autonomously operated, individually associated with a set of energy parameters, a pair of wheels, an electrical motor operating the wheels, and an interface releasably connected to an interface on the functional module, and wherein one drive module has a gear ratio different from any gear ratio of any other drive module. The method comprises: obtaining route information describing a planned route of the vehicle; determining a distribution of a requested driving torque between the respective at least one electrical motors of the two or more drive modules for operating the vehicle along the route based on the route information and the individual sets of energy parameters in order to meet energy criteria; and controlling the two or more drive modules to produce the requested driving torque, in accordance with the determined distribution.

Disclosed is a method of controlling a hybrid electric vehicle having a transmission, an engine, and first and second drive motors. The method includes: performing charging through the first drive motor using the power of the engine by engaging an engine clutch disposed between the engine and the first drive motor while a vehicle is stopped with the gear stage shifted to the parking (P) range; turning off the engine and controlling the clutch of the transmission to enter an open state when the gear stage is shifted to the driving (D) range; and commencing movement of the vehicle using the second drive motor alone or using at least one of the first drive motor or the engine together with the second drive motor based on at least one of requested torque, available torque of the second drive motor, or the speed of the first drive motor.

Techniques for managing wheel slip in a through-the-road hybrid vehicle comprise detecting a front wheel slip event based on measured rotational speeds of front wheels, determining a likelihood of a subsequent rear wheel slip event, when the front wheel slip event has ended and the likelihood of the subsequent rear wheel slip event satisfies a calibratable threshold, adjusting a front/rear axle torque split and pre-loading at least one of an engine and a belt-driven starter generator (BSG) unit coupled to a crankshaft of the engine to compensate for a torque drop that is predicted to occur during the rear wheel slip event, and re-adjusting the front/rear axle torque split and pre-unloading at least one of the engine and the BSG unit such that a drop in torque output at a front axle aligns with an end of the rear wheel slip event.