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 and a countershaft (11) coupled to the first input shaft (7) via a constant ratio. Gearwheels (16, 17, 18) are arranged on the countershaft, which mesh exclusively into gearwheels (12, 13, 15) arranged coaxially to the first input shaft (7). At least some of these gearwheels 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), which is designed as a planetary transmission. A ring gear (22) forms the second input shaft (8), and a carrier (23) is coupled to the output shaft (9) via a gearwheel (14) arranged coaxially to the first input shaft (7). 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. A sub-transmission coupling of the sub-transmissions is providable via one of the shift elements (A) associated with the countershaft.

A transmission system includes an input shaft, a transmission housing, and a planetary gear system rotatably coupled to the input shaft. The planetary gear system has a first and second gear ratio. The transmission system additionally includes an output shaft, a first electric machine, a second electric machine, and a shifting assembly. The shifting assembly includes a first stationary clutch element and a second stationary clutch element. The first electric machine is configured to apply rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratios, and the second electric machine is configured to provide rotational torque to the output shaft when the first electric machine applies rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratio.

A first rotation shaft (which is provided with a first gear) is assembled to a first case member so as to provide a first assembly. A second rotation shaft (which is provided with a second gear) and a third rotation shaft (which is provided with a third gear) are assembled to a support member so as to provide a second assembly. When the second assembly is assembled to the first assembly, the second assembly is rotatable around a third axis from a first position where the first gear and the second gear are located away from each other to a second position where the first gear and the second gear are in mesh with each other, and is positioned at the second position by using a positioning member.

Disclosed is a drive arrangement for a tractor. In one example, the drive arrangement includes a first powertrain, a power take-off for driving a coupled attachment unit, and/or including a pump power take off for driving at least one hydraulic pump. A second powertrain has a vehicle transmission with at least one transmission output for driving at least one vehicle axle. A first electric machine can be coupled in terms of drive to the first powertrain. A second electric machine can be coupled in terms of drive to the second powertrain.

Disclosed is a drive arrangement for a tractor. In one example, the drive arrangement includes a first powertrain, a power take-off for driving a coupled attachment unit, and/or including a pump power take off for driving at least one hydraulic pump. A second powertrain has a vehicle transmission with at least one transmission output for driving at least one vehicle axle. A first electric machine can be coupled in terms of drive to the first powertrain. A second electric machine can be coupled in terms of drive to the second powertrain.

Methods and systems for improving fuel economy and reducing emissions of a vehicle with an electric motor, an engine, an energy storage device, and a controller are disclosed. The method includes obtaining current state information including a current hybrid control surface, and determining a target hybrid control surface for the vehicle based on the current state information.

A hybrid power train structure for off-road vehicles (ATVs, UTVs and SSVs) uses an internal combustion engine (“ICE”) rotating a crankshaft through a continuously variable transmission (“CVT”) as a primary source of locomotion torque, but also includes a driving/generator motor which, in certain established conditions, can either provide an additional or alternative source of locomotion torque or can harvest electricity from the torque created by the internal combustion engine. The driving/generator motor is an axial flux motor of small size for its relative torque output, which can either be directly coupled to the CVT output shaft or, when additionally used as a starter motor for the ICE in an automatic ICE starting and stopping routine.

A transmission includes an input assembly, an electric machine, a variator and a power shift assembly. The input assembly has directional clutches and is configured to receive rotational engine input power. The variator has only a single planetary set configured and combine to receive rotational input power from the electric machine and the input assembly. The power shift assembly is configured to receive rotational power from the variator, and it includes speed gears, range gears and power shift clutches and an output shaft. The power shift clutches are configured to dissipate energy from asynchronous gear meshing. The power shift assembly is configured to effect multiple different rotational power flows through to the output shaft that arise from meshing gears at each shift to effect a unique one of multiple gear ratios.

A hybrid vehicle includes an engine, a first motor generator, a first clutch, a second clutch, a second motor generator, a power storage device, and an electronic control unit configured to control the engine, the first motor generator, the second motor generator, the first clutch, and the second clutch. The electronic control unit is configured to engage the first clutch and disengage the second clutch such that the first motor generator generates power using power from the engine and the hybrid vehicle runs using power from the second motor generator, when a vehicle speed is equal to or lower than a predetermined vehicle speed.

An embodiment method for controlling a hybrid vehicle includes driving a motor that starts an engine of the hybrid vehicle and controlling the motor to generate an engine starting torque to prevent a vibration of the engine, wherein the engine starting torque is generated by a feedforward control method. An embodiment device for controlling a hybrid vehicle includes a motor configured to start an engine of the hybrid vehicle, and a controller configured to drive the motor and control the motor to generate an engine starting torque to prevent a vibration of the engine, wherein the engine starting torque is generated by a feedforward control method.