A vehicle control apparatus includes an overlapping-prediction determination portion configured to determine whether or not it is predicted that, during execution of a synchronous control for placing a clutch, which is provided between an engine and an electric motor, into an engaged state, a synchronization-completion time point of the clutch overlaps with an inertia phase period in process of a shift control of a transmission, and a torque limitation portion configured, when the overlapping-prediction determination portion determines that it is predicted that the synchronization-completion time point overlaps with the inertia phase period, to execute a torque limitation by which at least one of a torque capacity of the clutch and an output torque of the engine is made smaller than when the overlapping-prediction determination portion determines that it is not predicted that the synchronization-completion time point overlaps with the inertia phase period.

The invention relates to a transmission arrangement (10) for a hybrid vehicle, comprising a housing (11), a transmission input shaft (12) and at least one transmission output shaft (13), a first planetary transmission set (PG1) having a first sun gear (zs1), a first ring gear (zr1) and a first planet carrier (c1) for a first planetary gear set (zp1) meshing with the first sun gear (zs1) and the first ring gear (zr1), also comprising a second planetary transmission set (PG2) having a second sun gear (zs2), a second ring gear (zr2) and a second planet carrier (c2) for second planetary gear set (zp2) meshing with the second sun gear (zs2) and the second ring gear (zr2), wherein the transmission input shaft (12) is rotationally fixed to the first planet carrier (c1), and the first ring gear (zr1) and the second ring gear (zr2) are permanently connected to one another and are rotationally fixed to the transmission output shaft (13), further comprising a first electric machine (E1) and a second electric machine (E2), wherein the first electric machine (E1) is in permanent driving engagement with first sun gear (zs1) and the second electric machine (E2) is in driving engagement with the second sun gear (zs2) in at least one operating mode, and wherein the first sun gear (zs1) can be connected to the housing (11) via a first switching element (S1). According to the invention, the second planet carrier (c2) is fixedly connected to the housing (11) and the second electric machine (E2) is drivingly engaged or can be drivingly engaged to the second sun gear (zs2).

A torque-transmitting device has a first input side, a second input side, an output side, a hydrodynamic converter, a lockup clutch, a first torque-transmitting path which runs between a splitting point and a merging point, and a second torque-transmitting path which is configured so as to be parallel with respect to the first torque-transmitting path. The hydrodynamic converter is arranged in the first torque-transmitting path and the lockup clutch is arranged in the second torque-transmitting path. The hydrodynamic converter has a pump wheel and a turbine wheel which is hydrodynamically connectable to the pump wheel. The splitting point is connected to the first input side for conjoint rotation. The pump wheel and a first clutch input side of the lock-up clutch are each connected to the splitting point for conjoint rotation. A second input side is connected downstream of the merging point in a torque flow of a first torque from the first input side to the output side.

A torque-transmitting device has a first input side, a second input side, an output side, a hydrodynamic converter, a lockup clutch, a first torque-transmitting path which runs between a splitting point and a merging point, and a second torque-transmitting path which is configured so as to be parallel with respect to the first torque-transmitting path. The hydrodynamic converter is arranged in the first torque-transmitting path and the lockup clutch is arranged in the second torque-transmitting path. The hydrodynamic converter has a pump wheel and a turbine wheel which is hydrodynamically connectable to the pump wheel. The splitting point is connected to the first input side for conjoint rotation. The pump wheel and a first clutch input side of the lock-up clutch are each connected to the splitting point for conjoint rotation. A second input side is connected downstream of the merging point in a torque flow of a first torque from the first input side to the output side.

A vehicle comprises a combustion engine, an electric machine, a front axle with front driving wheels, a rear axle with rear driving wheels, at least one electric module, at least one primary power transmission device and at least one secondary power transmission device. The electric machine is connected across the at least one primary power transmission device to at least one driving wheel of a first one of the two axles or separated from the at least one driving wheel of the first one of the two axles. The combustion engine is connected across the at least one primary power transmission device to at least one driving wheel of a second one of the two axles or separated from the at least one driving wheel of the second one of the two axles. The electric machine is connected across the at least one secondary power transmission device to the combustion engine or separated from the combustion engine. Two energy transfer functions are carried out for the vehicle, wherein the electric machine in the energy transfer functions is separated by the at least one primary power transmission device from the at least one driving wheel and it is connected by the at least one secondary power transmission device to the combustion engine, wherein a generator operation is carried out by the electric machine when carrying out a first energy transfer function, wherein mechanical energy of the operating combustion engine is transformed into electrical energy by the electric machine and provided to the at least one electric module, and wherein a motor operation is carried out by the electric machine when carrying out a second energy transfer function, wherein electric energy from the at least one electric module is transformed into mechanical energy by the electric machine and provided to the combustion engine.

A transfer case having, a transmission mount, an input shaft received through the transmission mount, an electric propulsion motor, a transfer case portion and a transmission portion. The transfer case portion has a transfer case portion input, a first transfer case portion output, a second transfer case portion output, and a power transfer mechanism, the first transfer case portion output being drivingly coupled to the transfer case input portion, the power transfer mechanism drivingly coupling the second transfer case portion output to the first transfer case output portion. the transmission portion has a first coupling, which is selectively operable for drivingly connecting the input shaft to the transfer case portion input, and a second coupling that is selectively operable for drivingly connecting a rotor of the electric propulsion motor to the transfer case portion input.

A transfer case having, a transmission mount, an input shaft received through the transmission mount, an electric propulsion motor, a transfer case portion and a transmission portion. The transfer case portion has a transfer case portion input, a first transfer case portion output, a second transfer case portion output, and a power transfer mechanism, the first transfer case portion output being drivingly coupled to the transfer case input portion, the power transfer mechanism drivingly coupling the second transfer case portion output to the first transfer case output portion. the transmission portion has a first coupling, which is selectively operable for drivingly connecting the input shaft to the transfer case portion input, and a second coupling that is selectively operable for drivingly connecting a rotor of the electric propulsion motor to the transfer case portion input.

In at least one embodiment, a system for a class 7 or 8 vehicle is provided. The system includes a first motor, a second motor, and a controller. The first motor is configured to generate torque for the vehicle. The second motor is configured to drive an engine of the vehicle such that the vehicle meets a desired speed as set forth by a driver. The controller is configured to drive at least one of the first motor and the second motor and to receive a first signal indicative of a speed of the vehicle. The controller is further configured to deactivate the first motor if the speed of the vehicle is greater than a predetermined speed limit.

In at least one embodiment, a system for a class 7 or 8 vehicle is provided. The system includes a first motor, a second motor, and a controller. The first motor is configured to generate torque for the vehicle. The second motor is configured to drive an engine of the vehicle such that the vehicle meets a desired speed as set forth by a driver. The controller is configured to drive at least one of the first motor and the second motor and to receive a first signal indicative of a speed of the vehicle. The controller is further configured to deactivate the first motor if the speed of the vehicle is greater than a predetermined speed limit.

The invention relates to a method, performed by a control device, for driving at least one power consumer connected to a powertrain of a vehicle. The at least one propulsion unit comprises a first electrical machine and a second electrical machine, wherein the first electrical machine is connected to a first main shaft and the second electrical machine is connected to a second main shaft. A connection shaft is connected to the first electrical machine; and the at least one power consumer comprises a first power consumer connected to the first main shaft and/or a second power consumer connected to the connection shaft. The method comprising: controlling the powertrain to provide uninterrupted propelling torque on the first main shaft and/or on the connection shaft during a stand still condition of the output shaft of the gearbox and/or during a transition from a stand still condition to a rotational condition of the output shaft of the gearbox, and/or during gear shifting from one gear to another gear in the gearbox. The invention also relates to a vehicle comprising a powertrain, a computer program and a computer-readable medium.