A configurable, modular vehicle on common chassis platform, and associated systems and methods are disclosed herein. In one embodiment, a configurable modular vehicle includes: a chassis, a power plant module configured to generate electrical energy, and a drive train module. The drive train module includes: at least one traction motor configured to receive electrical energy from the power plant module, a transmission configured to transfer torque from the traction motor to a drive axle, and the drive axle configured to transfer torque to drive wheels, and a control system module configured to control components of the power plant module and the drive train module. The interfaces of the power plant module and the drive train module are predefined, and different types of the power plant modules and the drive train modules are interchangeable within their respective predefined interfaces.

A hybrid drive train for a hybrid-drive vehicle. A transmission which can be shifted to different gear ratios by shifting components, and which can be drivingly connected to an internal combustion engine via an internal combustion engine shaft, to an electric motor via an electric motor shaft, and to at least one vehicle axle via an output shaft. The internal combustion engine shaft and a power takeoff shaft that is drivingly connected to the output shaft can be connected via spur gear wheel sets, which can be selected by the shifting components and each of which forms a gear plane. The gear planes include a first and a second hybrid gear plane, each of which can additionally be drivingly connected to the electric motor shaft.

A hybrid drive train for a hybrid-driven vehicle. A transmission which can be shifted into different transmission stages by shifting elements and which can be drivingly connected to an internal combustion engine via an internal combustion engine shaft, to an electric machine via an electric machine shaft, and to at least one vehicle axle via an output shaft. The internal combustion engine shaft and a takeoff shaft, which is drivingly connected to the output shaft, can be connected together via spur gear sets which can be shifted by means of the shifting elements, each spur gear set forming a gear plane, of which at least one hybrid gear plane can additionally be connected to the electric machine shaft.

In a pulley apparatus, belt supporting portions of belt support pieces, which support a belt from a radially inside thereof, are arranged along a circumferential direction of a power shaft and each have a predetermined circumferential length. In a pulley driven mode, the belt support pieces rotate about corresponding first supporting members in a direction making the belt supporting portions become closer to the power shaft with second supporting members being relatively moved in corresponding elongated holes toward radially outer ends thereof, causing the belt supporting portions to be reduced in radius. In a pulley driving mode, the belt support pieces rotate about the corresponding first supporting members in a direction making the belt supporting portions become further from the power shaft with the second supporting members being relatively moved in the corresponding elongated holes toward radially inner ends thereof, causing the belt supporting portions to be increased in radius.

A hybrid transmission for use with a vehicle having an engine has an electric-only mode where the engine is off and a hybrid mode where the engine is on. The hybrid transmission includes an engine connection member configured for connection with the engine, a motor/generator unit configured to selectively operate as a motor, a transmission gearing arrangement, and a transmission input member connected with the transmission gearing arrangement. A torque transfer device is controllable to transfer torque from the motor to the transmission input member upstream in power flow from the transmission gearing arrangement, and a starter gear set includes a planetary gear set positioned in power flow between the engine connection member and the motor. The starter gear set is selectively engageable with the transmission input member and the engine connection member.

A hybrid drivetrain for a hybrid-drive vehicle, having a transmission, which can be shifted by shifting elements into different transmission steps, and which is connectable with respect to drive via an internal combustion engine shaft to an internal combustion engine, via an electric machine shaft to an electric machine, and via an output shaft to at least one vehicle axis. The internal combustion engine shaft and a pinion shaft, which can be connected with respect to drive to the output shaft, are connectable via spur gearwheel sets, which can be shifted by means of shifting elements and which each form gear planes, of which at least one hybrid gear plane is additionally connectable to the electric machine shaft. A further gear plane, which is free of attachments with respect to the electric machine shaft, directly adjoins the hybrid gear plane.

The present disclosure provides a power-drive system for a vehicle and a vehicle. The power-drive system comprises: an engine; a plurality of input shafts, the engine being configured to selectively engage with at least one of the plurality of input shafts; a plurality of output shafts; a first motor power shaft, a motor power shaft first gear being arranged on the first motor power shaft, the motor power shaft first gear and the plurality of output shafts linking with a differential of the vehicle respectively; a second motor power shaft, a motor power shaft second gear linking with one gear-position driven gear being arranged on the second motor power shaft; a transfer gear, configured to selectively engage with the motor power shaft first gear to link with the motor power shaft first gear, and selectively engage with the motor power shaft second gear to link with the motor power shaft second gear; and a first motor generator, configured to link with the transfer gear.

A vehicle layout including a motor, a continuously variable transmission (CVT), an actuator, a controller, a drivetrain and at least one clutch is provided. The motor provides engine torque. The CVT is operationally coupled to receive the engine torque. The actuator is configured to control a gearing ratio of the CVT. The controller activates the actuator based at least in part on an input. The drivetrain is in operational communication with the CVT. The at least one clutch is configured to selectively disconnect torque between at least one of the motor and the CVT and the CVT and the drivetrain.

A transmission device for a motor vehicle, having an input shaft, which is operatively connectable to a drive device of the motor vehicle, and a first output shaft and a second output shaft, and including a spur gear differential transmission which is designed as a planetary transmission, by which the input shaft is coupled to the first output shaft and the second output shaft, An electric machine arranged coaxially to the input shaft can be coupled by a shifting device to the input shaft and/or an intermediate shaft coupled across the spur gear differential transmission to the first output shaft and the second output shaft. The electric machine is coupled across a transmission gearing to the shifting device. The transmission gearing has at least two planetary gear sets which are coupled to one another and either have identical stationary gear ratios or are within a determined stationary gear range.

A method compensates for wheel torque interruption for a change in braking ratio in a vehicle with an electric traction unit linked to wheels by a gearbox that transmits, to the wheels, the braking torque of the electric traction unit in the deceleration phase over at least two transmission ratios, and a mechanical braking system acting on the wheels independently of the electric traction unit. The method includes defining a setpoint for mechanical braking torque at the wheels, depending on the control type of the electric traction unit, and the date of the downshift ratio change request to the gearbox. The mechanical braking torque setpoint is equal to the difference between an anticipated torque request to the electric traction unit and the estimation of the torque at the wheel, before the date of the end of the shift at the gearbox, if the electric traction unit is torque-controlled.