A front end accessory drive (FEAD) for a military vehicle. The FEAD includes a first belt, a second belt, multiple accessories, an electric motor-generator, at least one other accessory, and a sprag clutch. The accessories and the electric motor-generator are coupled with the first belt. The at least one other accessory, the first belt, and the second belt are coupled with the sprag clutch. The second belt is configured to couple with an output shaft of an engine of the military vehicle and be driven by the output shaft of the engine to drive the sprag clutch. The sprag clutch is thereby configured to drive the at least one other accessory and the first belt, and the first belt is thereby configured to drive the plurality of accessories, and the electric motor-generator.

A front end accessory drive (FEAD) for a military vehicle. The FEAD includes a first belt, a second belt, multiple accessories, an electric motor-generator, at least one other accessory, and a sprag clutch. The accessories and the electric motor-generator are coupled with the first belt. The at least one other accessory, the first belt, and the second belt are coupled with the sprag clutch. The second belt is configured to couple with an output shaft of an engine of the military vehicle and be driven by the output shaft of the engine to drive the sprag clutch. The sprag clutch is thereby configured to drive the at least one other accessory and the first belt, and the first belt is thereby configured to drive the plurality of accessories, and the electric motor-generator.

A drive unit has a first electric rotary machine and a second electric rotary machine as well as a first shaft and a second shaft. A rotor of the first electric rotary machine is rotationally fixed to the first shaft, and a rotor of the second electric rotary machine is rotationally fixed to the second shaft. The drive unit additionally has a separating clutch. One of the two electric rotary machines is arranged at least partly radially and axially within an area radially delimited by the respective other electric rotary machine.

A transmission (2) of a motor vehicle includes a first sub-transmission (5) including a first input shaft (7) and a countershaft (11) coupled to the first input shaft (7) via a constant ratio (ic). The transmission (2) further includes a second sub-transmission (6) including a second input shaft (8), the second sub-transmission (6) being a planetary transmission (PG) with a sun gear (24), a ring gear (22), and a carrier (23). Moreover, the transmission (2) includes an output shaft (9), and a shift element (E). The carrier (23) is coupleable to the output shaft (9) via the shift element (E), and the ring gear (22) is the second input shaft (8) of the second sub-transmission (6).

A transmission (2) of a motor vehicle includes a first sub-transmission (5) including a first input shaft (7) and a countershaft (11) coupled to the first input shaft (7) via a constant ratio (ic). The transmission (2) further includes a second sub-transmission (6) including a second input shaft (8), the second sub-transmission (6) being a planetary transmission (PG) with a sun gear (24), a ring gear (22), and a carrier (23). Moreover, the transmission (2) includes an output shaft (9), and a shift element (E). The carrier (23) is coupleable to the output shaft (9) via the shift element (E), and the ring gear (22) is the second input shaft (8) of the second sub-transmission (6).

Systems and methods are described for electrical power control of a hybrid vehicle. A change in an electrical load of an ancillary component of the vehicle is determined. In response to determining the change in the electrical load of the ancillary component, an electrical load of an electrically heated catalyst of the vehicle is adjusted.

Systems and methods are described for electrical power control of a hybrid vehicle. A change in an electrical load of an ancillary component of the vehicle is determined. In response to determining the change in the electrical load of the ancillary component, an electrical load of an electrically heated catalyst of the vehicle is adjusted.

A method for operating a hybrid drive train includes ascertaining an actual state vector of an internal combustion engine of the hybrid drive train; ascertaining a target power of the internal combustion engine; determining a target fuel mass flow for the internal combustion engine as a function of the target power of the internal combustion engine; determining a limit fuel mass flow of the internal combustion engine as a function of an emission limiting value, the target fuel mass flow, and the actual state vector of the internal combustion engine; determining a setpoint fuel mass flow by forming a minimum value as a function of the target fuel mass flow and the limit fuel mass flow; and setting the setpoint fuel mass flow at the internal combustion engine.

An energy storage system for a military vehicle includes a lower support, a battery supported on the lower support, a bracket coupled to the battery, and an upper isolator mount coupled between the bracket and a wall. The upper isolator mount is configured to provide front-to-back vibration isolation of the battery relative to the wall.

An energy storage system for a military vehicle includes a lower support, a battery supported on the lower support, a bracket coupled to the battery, and an upper isolator mount coupled between the bracket and a wall. The upper isolator mount is configured to provide front-to-back vibration isolation of the battery relative to the wall.