A transmission arrangement for a hybrid drive of a motor vehicle, in particular a utility vehicle. The transmission arrangement has a change-speed transmission (1), in particular a group transmission (1) with a drive output side (1b), a drive output flange (2) and a countershaft (VW). An add-on transmission (3) is arranged on the change-speed transmission (1) and has at least one electric machine (EM) and at least one gear ratio step (Ü1). The at least one electric machine (EM) is connected to the countershaft (VW) by way of the at least one gear ratio step (Ü1) and can be engaged as an additional electric drive.

A control system for a work vehicle includes a power source including an engine and at least one electric motor configured to generate power; a transmission including a plurality of clutches coupled together and configured for selective engagement to transfer the power from the engine and the at least one electric motor along a power flow path to drive an output shaft of a powertrain according to a plurality of transmission modes; and a controller coupled to the power source and the transmission. The controller has a processor and memory architecture configured to: monitor an electric motor speed of the at least one electric motor; and generate and execute, when the electric motor speed is less than a first predetermined stall speed threshold, a clutch modulation command for the transmission such that at least one clutch of the plurality of clutches along the power flow path is partially engaged.

The apparatus and system for integrating an electric motor into a vehicle may convert a vehicle from an internal combustion vehicle to a hybrid-electric vehicle. One or more electric motors may be integrated into a powertrain between an internal combustion engine and a transmission. A supervisory controller may monitor and control operation of the internal combustion engine, clutching assembly, transmission, one or more electric motors, or any combination thereof to add mechanical power to the powertrain, remove mechanical power from the powertrain, or neutrally balance the transfer of mechanical power between the powertrain and the one or more electric motors. This conversion may be operable to produce torque from both internal combustion and electrical sources and may be operable to recover energy via regenerative braking. The conversion may be performed with little downtime and with the basic fundamental knowledge of a savvy car enthusiast.

A vehicle control device that controls a vehicle is configured to execute rotation speed control when the vehicle is in series traveling, in which a rotation speed of the internal combustion engine is increased to a first rotation speed in accordance with an increase in a speed of the vehicle, and when the rotation speed of the internal combustion engine reaches the first rotation speed, the rotation speed of the internal combustion engine is decreased to a second rotation speed lower than the first rotation speed; and restrict execution of the rotation speed control when receiving a predetermined operation.

A control device for a vehicle includes a drive shaft, an engine coupled to the drive shaft, an electric motor coupled to the drive shaft, and a control unit. The control unit increases a torque of the electric motor when an accelerator pedal opening increases to equal to or more than a predetermined degree of opening during switching of driving sources, and decreases the torque of the electric motor while increasing the torque of the engine after a change of the torque of the engine turns to increase.

A first case portion includes an end wall portion disposed on a first axial side with respect to a transmission. A second case portion is disposed on the first axial side with respect to a rotor of a rotary electric machine, and includes a first support portion that supports a rotor shaft and a second support portion disposed on a second axial side with respect to the rotor of the rotary electric machine to support the rotor shaft. The second support portion includes a bearing attachment portion to which a rotor bearing for supporting the rotor shaft is attached, and radially extending portion that extends from bearing attachment portion toward an outer side in a radial direction. A speed reducer is disposed between the radially extending portion and the end wall portion in axial direction to face the radially extending portion and the end wall portion in the axial direction.

A transmission assembly includes a transmission assembly housing; a continuously variable power source (CVP) configured to generate CVP power; an input arrangement selectively coupled to receive the engine power from the input shaft and the CVP power from the CVP; a variator configured to receive the engine power and the CVP power through the input arrangement; and an output arrangement including an output shaft defining an output axis and at least one output component connected to the output shaft. A transmission gear arrangement is configured to provide a selective gear reduction for transmission of selected output power of the CVP power or combined power of the CVP power and the engine power. The transmission gear arrangement includes a plurality of range clutches supported about the output shaft and configured to be selectively engaged to transfer the selected output power from the variator shaft to the output shaft.

A drive device for a motor vehicle, having a first drive unit, a second drive unit, and a first output shaft which can be coupled or is coupled to a first wheel drive shaft of the motor vehicle, and/or a second output shaft which can be coupled or is coupled to a second wheel drive shaft of the motor vehicle, wherein the first drive unit and the second drive unit can be coupled jointly to the first output shaft and/or the second output shaft. It is provided here that the second drive unit can be coupled via a separating clutch to the first drive unit, a transmission output shaft of a transmission which is coupled to the first drive unit.

A vehicle having a longitudinal engine and permanent rear axle drive is proposed, which vehicle has an internal combustion engine and an electric machine, a transfer gearbox distributing drive torques as required to two drive axles, the transfer gearbox having three shafts, a main shaft serving as a drive shaft of the rear axle, a secondary shaft serving as a drive shaft for the front axle, and an intermediate shaft applying a torque, a shifting unit being installed between the reduction gear-box and the power summation gearbox.

A drive train for a hybrid motor vehicle comprises a gearbox input shaft, which is operably linked to a first electric machine and an internal combustion engine by a first partial drive train for torque transmission and is operably linked to a second electric machine by a second partial drive train for torque transmission. The second electric machine is permanently connected to the gearbox input shaft for torque transmission. The first electric machine and the internal combustion engine can be connected in a couplable manner to the gearbox input shaft for torque transmission.