A hybrid-electric vehicle includes a power system, a controller, a driver seat, a passenger seat, a back seat, and sensors. The controller is in communication with the sensors and the power system. The seats are coupled, directly or indirectly, to the power system. The sensors are configured to detect occupancy of the driver, passenger, and back seats. The controller is programmed to receive occupancy data from the sensors, determine an occupancy status based on the occupancy data, set an operating parameter for the power system based on the occupancy status, and control the power system in accordance with the parameter.

A hybrid vehicle having an engine, an electric machine, and a step-ratio transmission includes a controller programmed to, in response to an accelerator lift-pedal event when operating in a towing mode, learn a vehicle speed, and apply a lift-pedal torque when vehicle speed exceeds the learned vehicle speed, and apply an adjusted lift-pedal torque based on a gear ratio after downshifting the transmission to maintain a constant output shaft torque otherwise.

A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

A method is provided to start a hybrid powertrain to optimize fuel consumption, wherein such hybrid powertrain comprises a combustion engine; a gearbox with input shaft and output 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 respectively, connected to the first and second planetary gears; one gear pair connected with the first main shaft; and one gear pair connected with the second main shaft. The method comprising: ensuring that the moveable parts of each of the first and second planetary gears are respectively disconnected from each other; bringing the combustion engine to a predetermined engine speed (n.sub.ice); and controlling the first and the second electrical machine in such a way that a desired torque (T.sub.Drv) is achieved in the output shaft.

A method for shifting in a vehicle (1) with a hybrid powertrain (2), the powertrain includes: a combustion engine (3), an electric machine (4), a gearbox (6) with an input shaft (10) and a main shaft (14), wherein the combustion engine (3) and the electric machine (4) are connected to the input shaft (10); and a lay shaft (16), via gear sets (50, 52 and 58, 60, 62) is connected to the input shaft (10) and the main shaft (14), so that they form a split gear unit (13) and a main gear unit (15). The method has the steps: a) to bring the main gear unit (15) into a substantially zero torque state, b) in the event the input shaft (10) and the lay shaft (16) must both be accelerated or decelerated: to initiate synchronization of the speed of the lay shaft (16) with, on the one hand, the speed of the input shaft (10), and, on the other hand, the speed of the main shaft (14), at a joint first point in time (t1), c) to engage a gear in the split gear unit (13) when the speed of the lay shaft (16) has been synchronized with the speed of the input shaft (10) at a second point in time (t2), and d) to engage a gear in the main gear unit (15) when the speed of the lay shaft (16) has been synchronized with the speed of the main shaft (14) at a third point in time (t3). Also a hybrid powertrain (2) and a vehicle (1), as well as a computer program (P) and a computer program product are disclosed, which perform the method.

A hybrid vehicle is equipped with an engine that is connected to a power split mechanism, a generator, an electric motor, and also a stepped transmission that is arranged between the electric motor and a drive shaft. An electronic control unit (an ECU) with which this hybrid vehicle is equipped revises a down line downward to make a downshift likely to occur when at least one of a prescribed generator condition and a prescribed electric motor condition is fulfilled. The generator condition includes that the temperature of the generator is equal to or higher than a first reference temperature and that an absolute value of a rotational speed of the generator decreases due to the making of the downshift. The electric motor condition includes that the temperature of the electric motor is equal to or higher than a third reference temperature.

Provided is a vehicle in which overdischarge of a battery is protected and turning drivability of the vehicle is improved when there is even a little remaining capacity. An ECU controls the left motive force and the right motive force of the left electric motor and the right electric motor so as not to exceed a differential torque upper limit value, which is the maximum value of the difference between the left motive force and the right motive force established on the basis of the temperature or discharge limit power of the battery. When the battery is at a low temperature or the like and the discharge power is limited, the difference between the left motive force and the right motive force is controlled on the basis of the discharge limit power, whereby the turnability of the vehicle is improved while preventing the risk of damage to the battery.

A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

A method for controlling a mechanical torque transmitted to a driving wheel of a hybrid motor vehicle includes dividing a stroke of a vehicle acceleration pedal at a variable neutral point position into a first braking-adjustment stroke and a second acceleration-adjustment stroke, determining, within the first braking-adjustment stroke in which an electric motor of the vehicle operates as a generator, a regenerative braking torque setpoint for the electric motor based on a depression of the accelerator pedal and based on of a value of maximum energy recovery torque established based on a first function stored in a memory, and providing a value of maximum recovery torque depending on a vehicle speed. The first function assumes a value of substantially zero for an upper limit speed corresponding to the vehicle speed at the moment of coupling and decoupling of the electric motor by a connection device of the vehicle.

The present disclosure provides a front-engine extended range electric passenger vehicle, including a turbo shaft engine (2), a battery pack (3), an electric generator (4), drive motors (6), a storage tank (9) and an independent regenerator (12), wherein the turbo shaft engine (2) is arranged on frames above a front axle, an axis of an output shaft of the turbo shaft engine (2) is located on a symmetry plane of the vehicle body, and the independent regenerator (12) is located below the turbo shaft engine (2) and is used to preheat inlet air of the turbo shaft engine (2) using exhaust gas discharged therefrom. A combustion gas turbine is adopted in the extended range electric passenger vehicle as power source and arranged at a location at the front axle of the vehicle on a symmetrical center line thereof, an output shaft of the combustion gas turbine is longitudinally arranged, which has advantages of high effective energy conversion, balanced load weight between front and rear wheels as well as left and right wheels, good operating performance and long endurance mileage.