The method includes, based on a torque variation of a drive shaft after an engagement timing of an engine clutch 21 and before a release timing of a motor clutch 19 when switching a power transmission path from a first power transmission path 24 to a second power transmission path 25, increasing a slope of a torque increase of a power generation motor 4 in an absolute value with respect to a slope of a torque decrease of a traveling motor 2 in at least a part of a period from a timing T12 to a timing T14, and increasing a slope of a torque decrease of the power generation motor 4 in the absolute value with respect to a slope of a torque increase of the traveling motor 2 in at least a part of a period from the timing T14 to a timing T16.

A fire fighting vehicle includes a front axle, a rear axle, an energy storage system, an engine, a first motor/generator, and a second motor/generator. In a first mode, (a) the engine is off and (b) at least one of the first motor/generator or the second motor/generator uses stored energy in the energy storage system to drive at least one of the front axle or the rear axle. In a second mode, (a) the engine provides a mechanical input the first motor/generator, (b) the first motor/generator uses the mechanical input to generate electricity, (c) the second motor/generator uses the electricity to drive at least one of the front axle or the rear axle. Any electricity generated by either the first motor/generator or second motor/generator in response to the mechanical input from the engine is never provided to the energy storage system to charge the energy storage system.

A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with the transmission (G), and to a method for operating the transmission (G) are also provided.

A power transmission device for a hybrid vehicle may include: an engine part; a transfer part configured to transfer power of the engine part; a motor part configured to provide power to the transfer part, and driven when power is applied thereto; and a plurality of torsion damper parts disposed between the engine part and the motor part, and connected in series.

A transmission (2) of a motor vehicle includes a first sub-transmission (5) having a first input shaft (7) and a countershaft (11) coupled to the first input shaft (7) via a constant ratio. The transmission further includes a second sub-transmission (6) having a second input shaft (8) and being a planetary transmission having a sun gear (24), a ring gear (22), and a carrier (23). The transmission also includes an output shaft (9) and an engaging device (S3). A first ratio for the second prime mover (4) is formed in a first engagement position (E) of the engaging device (S3), a second ratio for the second prime mover (4) is formed in a second engagement position (F) of the engaging device (S3), and at least one third ratio for the second prime mover (4) is formed in a third engagement position (N) of the engaging device (S3).

A transmission (2) of a motor vehicle includes a first sub-transmission (5) having a first input shaft (7) and a countershaft (11) coupled to the first input shaft (7) via a constant ratio. The transmission further includes a second sub-transmission (6) having a second input shaft (8) and being a planetary transmission having a sun gear (24), a ring gear (22), and a carrier (23). The transmission also includes an output shaft (9) and an engaging device (S3). A first ratio for the second prime mover (4) is formed in a first engagement position (E) of the engaging device (S3), a second ratio for the second prime mover (4) is formed in a second engagement position (F) of the engaging device (S3), and at least one third ratio for the second prime mover (4) is formed in a third engagement position (N) of the engaging device (S3).

A transmission (2) of a motor vehicle includes a first input shaft (7), a second input shaft (8), an output shaft (9), a first sub-transmission (5) including the first input shaft (7), and a second sub-transmission (6) including the second input shaft (8). The second sub-transmission (6) is a planetary transmission having components including a sun gear (24), a ring gear (22), and a carrier (23). Additionally, the transmission (2) includes an engaging device (S3) associated with the planetary transmission (PG). In a first engagement position (E) of the engaging device (S3), a first component (23) of the components of the planetary transmission (PG) is connected to the second input shaft (8). In a second engagement position (F) of the engaging device (S3), a second component (22) of the components of the planetary transmission (PG) is connected to the second input shaft (8).

A transmission (2) of a motor vehicle includes a first input shaft (7), a second input shaft (8), an output shaft (9), a first sub-transmission (5) including the first input shaft (7), and a second sub-transmission (6) including the second input shaft (8). The second sub-transmission (6) is a planetary transmission having components including a sun gear (24), a ring gear (22), and a carrier (23). Additionally, the transmission (2) includes an engaging device (S3) associated with the planetary transmission (PG). In a first engagement position (E) of the engaging device (S3), a first component (23) of the components of the planetary transmission (PG) is connected to the second input shaft (8). In a second engagement position (F) of the engaging device (S3), a second component (22) of the components of the planetary transmission (PG) is connected to the second input shaft (8).

A method of controlling uphill driving of a hybrid vehicle provided with a dual clutch transmission (DCT) may include determining, by a controller, a driving state of a vehicle on the basis of information collected from the vehicle; when the vehicle is determined as being in a uphill driving state, performing, by the controller, high torque control on an engine of the vehicle by increasing an engine torque to control the engine at a predetermined high torque engine operating point and reducing a motor torque of a motor in the vehicle to satisfy a driver request torque; and during the performing of the high torque control on the engine, comparing, by the controller, a state of charge (SOC) value of a battery with a set first SOC threshold value, and when the SOC value of the battery is less than or equal to the first SOC threshold value, performing engine and motor speed control to defend the SOC value of the battery.

Provided is an oil path structure for powertrain for a hybrid vehicle, the oil path structure including: a P1 motor mounted in a housing and including a first stator and a first rotor; a P2 motor mounted in the housing so as to be spaced apart from the P1 motor at an interval and including a second stator and a second rotor; an input shaft having therein an oil passageway and having an outer circumference on which the P2 motor is mounted; and a first oil hole penetratively formed from the oil passageway of the input shaft toward a first bearing connected to a second rotor shaft of the second rotor.