A transmission (2) of a motor vehicle includes a first input shaft (7) for a first prime mover (3), a second input shaft (8) for a second prime mover (4), and an output shaft (9). A first sub-transmission (5) includes the first input shaft (7) and a countershaft (11) coupled to the first input shaft (7) via a constant ratio. Gearwheels (16, 17, 18) are arranged on the countershaft (11), which mesh exclusively into gearwheels (12, 13, 15) arranged coaxially to the first input shaft (7). At least some of these gearwheels (14, 15) mesh into gearwheels (20, 21) arranged on the output shaft (9). Shift elements (A, B, C, D) are associated with the first input shaft (7) as well as with the countershaft (11), which provide either a gear with a first number of instances of gearwheel meshing or a winding-path gear with a second number of instances of gearwheel meshing. A second sub-transmission (6) includes the second input shaft (8) and is designed as a planetary transmission. A ring gear (22) forms the second input shaft (8) of the second sub-transmission (6). A carrier (23) is permanently coupled to the output shaft (9) and to a gearwheel (18) arranged on the countershaft (11). Shift elements (F, E) are associated with the planetary transmission, via which, a sun gear (24) is fixedly connectable to the housing or the planetary transmission is bringable into direct drive.

Since a maximum rotation speed is set to a lower value when a supercharging pressure from a supercharger is high than when the supercharging pressure is low, an engine torque is decreased at a relatively low engine rotation speed and the engine rotation speed is less likely to fall into a high-rotation state. Since the maximum rotation speed is set to a relatively high value when the supercharging pressure is relatively low and the engine rotation speed is less likely to fall into a high-rotation state, the engine torque is not decreased at a relatively high engine rotation speed and power performance can be easily secured. Accordingly, it is possible to curb a decrease in power performance due to a decrease in the engine torque and to prevent the engine rotation speed from falling into a high-rotation state.

The propulsion system comprises a heat engine, a transmission unit for transmitting to the vehicle wheels power supplied by the heat engine, an auxiliary power unit for storing and supplying energy, a planetary gear set interposed between the heat engine and the transmission unit and connected to the auxiliary power unit, a locking device associated with the planetary gear set and shiftable between a first position, wherein the auxiliary power unit does not exchange power with the planetary gear set, and a second position, wherein the auxiliary power unit exchanges power with the planetary gear set, and a braking device which is interposed between the planetary gear set and the heat engine and is configured to modulate the motion resistance torque of the heat engine.

The present invention provides a power split hybrid power system and a hybrid vehicle. The hybrid power system comprises two planetary gear mechanisms sharing planetary carriers and ring gears, two motors and one engine. An output shaft of the engine is in transmission connection with a first sun gear shaft of a first sun gear, an input/output shaft of a first motor is in transmission connection with a second sun gear shaft of a second sun gear, and an input/output shaft of a second motor is in transmission connection with the ring gears. The output shaft of the engine, the input/output shaft of the first motor and the input/output shaft of the second motor can be relatively fixed to a housing of a transmission through a braking mechanism. Therefore, the power split hybrid power system can guarantee that a vehicle reaches a high speed in a pure motor driving mode so as to complete New European Driving Cycle and World Light Vehicle Test Cycle; and the engine can also be shut down at a high vehicle speed, and the dynamic property is improved in a low-speed state.

The present disclosure refers to an all-wheel drive system (10) for a vehicle (12), comprising: an electrical motor (24) being connected to a first axle (26) of a planetary gear set (28) arranged at an output side (30) of a vehicle gearbox (32), and a second axle (34) of the planetary gear set (28) being connected or connectable to the gearbox output shaft (36) or to ground (G) by a coupling (I), while a third axle (38) of the planetary gear set (28) is connected or connectable to the front axle (14) of the associated vehicle (12); and further to an all-wheel drive system (10) for a vehicle (12), comprising: a differential (56) arranged between a vehicle gearbox (32) and a front (14) and rear axle (16) of an associated vehicle (12), a first planetary gear set (28) having a planetary gear set output (58) being connected to one of the differential outputs (60), and a second planetary gear set (62) having a planetary gear set output (64) being connected to the other one of the differential outputs (68), wherein said first (28) and second planetary gear set (62) are sharing a common ring wheel (44), and an electrical motor (24) is electively connectable to one of the planetary gear sets (28) or to a gearbox output shaft (36) by means of a coupling (I).

A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake.

A control system for a hybrid vehicle configured to start an engine promptly during propulsion in an electric vehicle mode. Electric power generation resulting from cranking the engine by a first motor is greater in the first electric vehicle mode compared to a second electric vehicle mode. A controller that is configured to determines whether an acceptable input power to an electric storage unit is smaller than a threshold value. If the acceptable input power to the electric storage unit is smaller than the threshold value, selection of the first electric vehicle mode is inhibited.

Methods and systems for a vehicle transmission are provided. An electromechanical transmission system includes, in one example, a power take-off (PTO) clutch configured to, in a first position, permit a motive power source shaft to solely drive a PTO. The PTO clutch is further configured to, in a second position, permit a first electric machine and a second electric machine to continuously vary a torque that is supplied to the PTO by the motive power source shaft.

A hybrid drive train includes a first electric motor, a nested power splitting planetary gear set having a first carrier element and a second carrier element, an inner sun gear coupled with the first electric motor and an outer sun gear coupled with an output shaft. A first selectable one-way clutch controls the first and the second carrier element, and switches between operation as a one way clutch and operation as a brake. A second selectable one-way clutch controls a ring gear of the nested planetary gear set, and switches between operation as a one way clutch and operation as a brake. The extra outer planetary gear set improves lowing capacity at higher speeds without substantially increasing the axial length of the power split device.

A fire fighting vehicle includes a chassis, a front axle, a rear axle, an engine, a battery system, an electromagnetic device, an accessory drive, and a controller. The accessory drive is positioned to receive a mechanical input from the engine and the electromagnetic device. The controller is configured to selectively engage a plurality of operational modes including a standby mode and a hybrid mode. According to the standby mode, the controller is configured to operate the electromagnetic device using stored energy stored in the battery system to drive the accessory drive with the engine off. According to the hybrid mode, the controller is configured to operate both the engine and the electromagnetic device.