A military vehicle includes a chassis, a cargo body, and an energy storage system. The chassis includes a passenger capsule having a rear wall. The cargo body is positioned behind the passenger capsule and supported by the chassis. The energy storage system includes a battery housing defining a lower end and an upper end, a battery disposed within the battery housing, a bracket coupled to the battery housing at or proximate the upper end thereof, a lower support supporting the lower end of the battery housing where the lower support is supported by the chassis, and an upper connector extending between the bracket and the rear wall.

A method for controlling a hybrid drive system for a motor vehicle involves, in an operation in which both the internal combustion engine and the electric machine introduce drive torques into the hybrid gearbox to drive the drive wheel, employing third limit torques for the third gearbox gear are provided in a first mode, and second limit torques for the second gearbox gear are provided in a second mode. A maximum third limit torque of the first mode is greater than a maximum second limit torque of the second mode.

A method for reducing vibration of a drive shaft of an eco-friendly vehicle includes calculating a model velocity of the drive shaft, obtaining a vibration component based on a deviation between an actual velocity of the drive shaft and the calculated model velocity, and generating a vibration reduction compensation torque for reduction in vibration of the drive shaft from the vibration component.

A vehicle powertrain control system causes friction torque to be delivered to wheels at a generally constant value for a range of increasing requested friction torque values such that commanded powertrain torque values are reduced to a generally constant floor value. The range of increasing requested torque values is less than a requested powertrain torque value under foot off accelerator pedal and vehicle stop conditions.

A vehicle control device calculates a target line pressure based on an instructed torque capacity of a friction engaging element and a belt capacity when the friction engaging element is determined as not engaging. Belt capacity is calculated using an input torque of a continuously variable transmission mechanism. The device calculates torque down in a driving source based on an upper limit line pressure when the calculated target line pressure exceeds such line pressure. A limit torque capacity of the friction engaging element is calculated using the input torque and a belt capacity when the friction engaging element is determined as not engaging. The belt capacity is calculated using an actual line pressure. The device restrains a slip between pulleys and a power transmitting member using the target line pressure, the torque down, and the limit torque capacity when the friction engaging element is determined as not engaging.

An adaptive feedforward control method for an electrified powertrain including a torque converter includes determining a desired input speed for a torque converter based on the set of operating parameters of the electrified powertrain, determining minimum and maximum torques for an impeller of the torque converter based on the set of operating parameters of the electrified powertrain, determining a raw feedforward torque for the torque converter impeller based on the desired input speed for the torque converter and a speed of a turbine of the torque converter, determining a final feedforward torque for the torque converter impeller based on the raw feedforward torque for the torque converter impeller and the minimum and maximum torques for the torque converter impeller, and controlling an electric motor of the electrified powertrain based on the final feedforward torque for the torque converter impeller.

A hybrid vehicle (HEV) provides an improved sensation of acceleration. An example method for controlling an engine of an HEV which includes a first motor directly connected to an engine and a second motor located at an input side of a transmission, may include determining a requested torque, determining a compensation torque for compensating an acceleration loss in a shift process based on the requested torque, a torque of the second motor, a torque of the engine and information on the shift, determining an available torque of the first motor, and determining a final torque of the first motor based on the compensation torque and the available torque.

A driveline for a military vehicle includes a driver configured to be positioned between an engine and a transmission. The driver includes a housing, a motor/generator, and a clutch. The housing includes an engine mount configured to couple to the engine and a backing plate configured to couple to the transmission. The motor/generator is disposed within the housing and configured to couple to an input of the transmission. The clutch is disposed within the housing and coupled to the motor/generator. The clutch is configured to selectively couple an output of the engine to the motor/generator.

A hybrid electric vehicle includes an engine, a first motor directly connected to the engine, an engine clutch, a second motor selectively connected to the first motor through the engine clutch, a transmission directly connected to the second motor, a transmission controller configured to determine whether the transmission needs to be shifted, and a hybrid controller configured to compare a target torque reduction with intervention limits of the first and second motors when the engine clutch is in a locked-up state, to set torque reduction amounts of the engine, the first motor, and the second motor, respectively, and to output a torque command for controlling the torques of the engine, the first motor, and the second motor, respectively.

A military vehicle includes a front axle, a rear axle, and a driveline. The driveline includes an engine, an energy storage system, an accessory drive coupled to the engine, a second motor coupled to at least one of the front axle or the rear axle, and a clutch positioned between the engine and the second motor. The accessory drive includes a first motor and a plurality of accessories. The first motor is electrically coupled to the energy storage system. The plurality of accessories include an air compressor. The second motor electrically is coupled to the energy storage system. The clutch is spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto based on operation of the air compressor. The first motor is configured to drive the air compressor to pneumatically disengage the clutch to decouple the second motor from the engine.