An electric motor drive retrofit system (EMDRS) comprises a power system, an energy storage system (ESS), a cooling system, a vehicle control unit (VCU), and a user interface device (UID). A non-hybrid combustion engine drive vehicle with tight space constraints is retrofittable with the EMDRS to provide hybrid drive functionality. EMDRS includes a motor generator unit (MGU) coupled to a motor control unit that transfers charge between MGU and ESS. During retrofit, the MGU is coupled between a transmission and an internal combustion engine (ICE) of the vehicle without extending a powertrain length by more than five inches. VCU does not interfere with any pre-existing vehicle electronics. The VCU controls the EMDRS to add torque (discharging ESS) or to remove torque (charging the ESS) based on a selected operating mode and vehicle sensor information (for example, brake and throttle pressure). Operating modes are selected by driver via the UID.

An electric motor drive retrofit system (EMDRS) comprises a power system, an energy storage system (ESS), a cooling system, a vehicle control unit (VCU), and a user interface device (UID). A non-hybrid combustion engine drive vehicle with tight space constraints is retrofittable with the EMDRS to provide hybrid drive functionality. EMDRS includes a motor generator unit (MGU) coupled to a motor control unit that transfers charge between MGU and ESS. During retrofit, the MGU is coupled between a transmission and an internal combustion engine (ICE) of the vehicle without extending a powertrain length by more than five inches. VCU does not interfere with any pre-existing vehicle electronics. The VCU controls the EMDRS to add torque (discharging ESS) or to remove torque (charging the ESS) based on a selected operating mode and vehicle sensor information (for example, brake and throttle pressure). Operating modes are selected by driver via the UID.

An energy storage system for a military vehicle includes a lower support, a battery supported on the lower support, a bracket coupled to the battery, and an upper isolator mount coupled between the bracket and a wall. The upper isolator mount is configured to provide front-to-back vibration isolation of the battery relative to the wall.

An energy storage system for a military vehicle includes a lower support, a battery supported on the lower support, a bracket coupled to the battery, and an upper isolator mount coupled between the bracket and a wall. The upper isolator mount is configured to provide front-to-back vibration isolation of the battery relative to the wall.

A vehicle drive device with a reduction device includes an input driving unit that provides a driving force, a transmission part comprising a first rotor, a second rotor, and a stator stacked in a rotational axial direction of the input driving unit, and an output part connected to one of the first rotor or the second rotor. In particular, the input driving unit is connected to the other of the first rotor or the second rotor.

A hybrid electric vehicle and a method for compensating a motor torque thereof, may include a hybrid control unit (HCU) including a processor and a non-transitory storage medium containing instructions executed by the processor. The processor is configured to start motor torque intervention upon entering a predetermined shift phase during shifting, to determine a motor torque compensation amount by reflecting engine torque according to engine torque reduction control, and to perform motor torque compensation control based on the motor torque compensation amount.

A hybrid electric vehicle and a method for compensating a motor torque thereof, may include a hybrid control unit (HCU) including a processor and a non-transitory storage medium containing instructions executed by the processor. The processor is configured to start motor torque intervention upon entering a predetermined shift phase during shifting, to determine a motor torque compensation amount by reflecting engine torque according to engine torque reduction control, and to perform motor torque compensation control based on the motor torque compensation amount.

A drive force control system for a vehicle configured to change a torque to propel a vehicle certainly in a required amount by controlling output torques of an engine and a motor. A controller is configured to: calculate a required amount of change in synthesized torque of an engine torque and a motor torque; calculate a required amount of change in the engine torque and a required amount of change in the motor torque based on the required amount of change in the synthesized torque; select one of the engine and the motor whose torque will be changed further than a limit value; and adjust the torque of the selected prime mover by a counter torque.

A drive force control system for a vehicle configured to change a torque to propel a vehicle certainly in a required amount by controlling output torques of an engine and a motor. A controller is configured to: calculate a required amount of change in synthesized torque of an engine torque and a motor torque; calculate a required amount of change in the engine torque and a required amount of change in the motor torque based on the required amount of change in the synthesized torque; select one of the engine and the motor whose torque will be changed further than a limit value; and adjust the torque of the selected prime mover by a counter torque.

The present disclosure discloses a transmission device of a hybrid vehicle. The transmission device includes an input shaft assembly, a power generation motor input shaft assembly, a driving motor input shaft assembly, an output shaft assembly, a clutch, an accelerating planetary gear train, a decelerating planetary gear train, and a parking mechanism. The input shaft assembly is located at a front end of the transmission device. The power generation motor input shaft assembly is located between the accelerating planetary gear train and the driving motor input shaft assembly. The driving motor input shaft assembly is located between the power generation motor input shaft assembly and the decelerating planetary gear train. The output shaft assembly is located at a tail end of the transmission device. The clutch is located between a power generation motor and a driving motor.