Global Hybrid Cooperation

The dual-mode hybrid concept, as described in 1994, was developed to optimize vehicle efficiency by switching between parallel and series hybrid operation, taking advantage of series operation in stop-and-go traffic to minimize engine speed variance, and parallel operation at highway speeds to use efficient mechanical transmission.{{cite report |url=https://www.nrel.gov/docs/legosti/old/7260.pdf |title=Current Hybrid Electric Vehicle Performance Based on Temporal Data from the World's Largest HEV Fleet |first=Keith |last=Wipke |date=September 1994 |publisher=National Renewable Energy Laboratory |access-date=29 February 2024}}{{rp|4}} On September 30, 1993, the United States Department of Energy signed a contract with General Motors to develop and demonstrate hybrid electric powertrains for light duty vehicles.{{cite conference |url=https://www.govinfo.gov/content/pkg/GOVPUB-C13-5b831467adb48f2bfe6aa8895c1f05b5/pdf/GOVPUB-C13-5b831467adb48f2bfe6aa8895c1f05b5.pdf |title=An Overview of the DOE Electric and Hybrid Propulsion Systems Program |first=K.F. |last=Barber |date=October 27–28, 1993 |location=Gaithersburg, Maryland |conference=Advanced Components for Electric and Hybrid Electric Vehicles |publisher=United States Department of Commerce, Technology Administration, National Institute of Standards and Technology |editor=K.L. Stricklett |access-date=1 March 2024}}{{rp|22}} AHS-2 was derived from a dual-mode hybrid system developed earlier by Allison Transmission, then a division of GM, for transit buses. The Allison system first had been announced for buses in 2003.{{cite web |url=https://www.gardnerweb.com/articles/hybrid-powertrains-the-two-mode-approach |title=Hybrid Powertrains: The Two-Mode Approach |date=February 2005 |work=Gardner Business Media |first=Gary S. |last=Vasilash |access-date=29 February 2024}}

The GM/DaimlerChrysler partnership was announced on December 13, 2004, with Dieter Zetsche of DaimlerChrysler joining Rick Wagoner of GM on stage with a prototype.{{cite news |url=https://www.nytimes.com/2004/12/14/business/gm-and-daimler-to-work-jointly-on-hybrid-engine.html |title=G.M. and Daimler to Work Jointly on Hybrid Engine |first=Danny |last=Hakim |date=December 14, 2004 |newspaper=The New York Times |access-date=1 March 2024}} Negotiations had begun earlier in October, after engineering managers at both companies discovered they were independently working on similar dual-mode hybrid concepts while participating on the same conference panel.{{cite news |url=https://www.greencarcongress.com/2004/12/gm_daimlerchrys.html |title=GM, DaimlerChrysler Partner on Two-Mode, Full Hybrid System |date=13 December 2004 |work=Green Car Congress |access-date=1 March 2024}} The agreement was not signed until the following August, however. GM was reportedly responsible for development of rear- and four-wheel drive truck and front wheel drive car systems while DaimlerChrysler was focused on a rear wheel drive luxury car application. It was announced on September 7, 2005, that BMW would also join the alliance, likely using then-archrival DaimlerChrysler's rear wheel drive system.{{cite news |url=https://www.nbcnews.com/id/wbna9238214 |title=BMW to join Daimler, GM in hybrid project |agency=Associated Press |date=September 7, 2005 |work=NBC News |access-date=1 March 2024}}

The three companies formed an organization called Global Hybrid Cooperation with engineering and management centered at the GM, DaimlerChrysler and BMW Hybrid Development Center in Troy, Michigan. In 2006, an article published by Autoweek stated the three automakers planned to spend US$1 billion collectively to develop the front- and rear-wheel drive hybrid transmissions.{{cite news |url=https://www.autoweek.com/news/a2069216/spending-green-go-green-bmw-gm-dcx-spend-1-billion-hybrid-transmissions/ |title=Spending Green to Go Green: BMW, GM, DCX To Spend $1 Billion On Hybrid Transmissions |first=Richard |last=Truett |date=August 10, 2006 |work=AutoWeek|accessdate=August 11, 2006|archive-url=https://web.archive.org/web/20070929092536/http://autoweek.com/apps/pbcs.dll/article?AID=%2F20060811%2FFREE%2F60811001%2F1024%2FLATESTNEWS|archive-date=September 29, 2007|url-status=live}}

The two-mode hybrid system was introduced to the light-duty vehicle market as a drivetrain option for the 2008 model year Chevrolet Tahoe and GMC Yukon,{{cite news |url=https://www.thetruthaboutcars.com/2014/02/a-2nd-look-at-the-2-mode-hybrid-it-could-have-saved-more-gas-than-the-prius/ |title=A 2nd Look at the 2-Mode Hybrid - It Could Have Saved More Gas Than The Prius |first=Ronnie |last=Schreiber |date=February 20, 2014 |work=The Truth About Cars |access-date=1 March 2024}} with an observed improvement in fuel economy of 27–58% compared to a conventionally-powered equivalent. GM introduced the hybrid option for 2009 model year Chevrolet Silverado,{{cite news |url=https://www.motortrend.com/reviews/2009-chevrolet-silverado-hybrid-2/ |title=First Drive: 2009 Chevrolet Silverado Hybrid |first=Kirill |last=Ougarov |date=March 13, 2009 |work=Motor Trend |access-date=1 March 2024}} GMC Sierra, and Cadillac Escalade. The largest improvement was in the EPA city rating.{{cite news |url=https://www.caranddriver.com/reviews/a15148320/2009-cadillac-escalade-hybrid-road-test-review/ |title=2009 Cadillac Escalade Hybrid |first=Mark |last=Gillies |date=March 31, 2009 |work=Car and Driver |access-date=1 March 2009}} The dual-mode hybrid equipment added approximately {{cvt|350|lb}}, but this increase was offset completely by lighter seats, wheels, and 12-volt battery; aluminum engine and body components; and eliminating the starter motor.{{cite news |url=https://www.caranddriver.com/reviews/a15145974/2008-chevrolet-tahoe-hybrid-road-test/ |title=Review: 2008 Chevrolet Tahoe Hybrid |first=Csaba |last=Csere |date=February 29, 2008 |work=Car and Driver |access-date=1 March 2024}} It was equipped with a 6.0L LFA and LZ1 V-8 engines featuring Active Fuel Management, which was larger than the standard 5.3L LY5 base engine.

The GM products were followed by a hybrid Dodge Durango and related Chrysler Aspen for the 2009 model year in late 2008; the 5.7L HEMI V-8 engine on these was equipped with a stop-start system to improve fuel economy.{{cite news |url=https://www.cnet.com/roadshow/reviews/2009-dodge-durango-review/ |title=2009 Dodge Durango Hybrid review |first=Wayne |last=Cunningham |date=October 24, 2008 |work=Road/Show |publisher=CNet |access-date=1 March 2024}}{{cite news |url=https://www.theautopian.com/the-chrysler-aspen-hybrid-was-a-hemi-v8-powered-towing-beast-that-got-over-20-mpg-cold-start/ |title=The Chrysler Aspen Hybrid Was A Hemi V8-Powered Towing Beast That Got Over 20 MPG: Cold Start |first=David |last=Tracy |date=October 13, 2022 |work=The Autopian |access-date=1 March 2024}} BMW and Mercedes introduced the X6 ActiveHybrid and ML450 Hybrid, respectively, in 2009,{{cite news |url=https://www.greencarcongress.com/2009/08/activehybrid-x6-20090813.html |title=BMW Announces Production Versions of ActiveHybrid X6 and ActiveHybrid 7; Part 1: The Two-Mode ActiveHybrid X6 |date=13 August 2009 |work=Green Car Congress |access-date=1 March 2024}}{{cite news |url=https://www.caranddriver.com/reviews/a16579634/2010-mercedes-benz-ml450-hybrid-quick-spin/ |title=2010 Mercedes-Benz ML450 Hybrid |first=Steve |last=Siler |date=December 4, 2009 |work=Car and Driver |access-date=1 March 2024}} but these were discontinued in 2011.{{cite news |url=https://www.motortrend.com/news/163-news110920-bmw-x6-activehybrid-discontinued-after-2011/ |title=BMW X6 ActiveHybrid Discontinued After 2011 |first=Donny |last=Nordlicht |date=September 20, 2011 |work=Motor Trend |access-date=1 March 2024}}

Earlier, on March 1, 2007, BMW and DaimlerChrysler announced that they were entering a separate partnership to develop a mild hybrid module for rear wheel drive premium cars.{{cite news |url=https://www.cnbc.com/2007/03/01/bmw-daimler-to-codevelop-hybrids-for-premium-cars.html |title=BMW, Daimler to Co-develop Hybrids for Premium Cars |agency=Reuters |work=CNBC |access-date=1 March 2024}}{{cite news |url=https://europe.autonews.com/article/20071001/ANE/70924049/hybrids-turn-rivals-into-friends |title=Hybrids turn rivals into friends |first=Richard |last=Truett |date=October 1, 2007 |work=Automotive News Europe |url-access=subscription |access-date=1 March 2024}} They planned to roll out the new system within the next three years on BMW and Mercedes-Benz vehicles. GM did not participate in the new partnership, and did not announce plans to develop a similar hybrid RWD system for cars.{{cite news |url=http://www.edmunds.com/insideline/do/News/articleId=119805 |title=BMW and DaimlerChrysler Rev Up Development of Premium Hybrid Cars |date=March 1, 2007 |publisher=Edmunds |work=Inside Line |archive-url=https://web.archive.org/web/20070930033654/http://www.edmunds.com/insideline/do/News/articleId%3D119805 |archive-date=2007-09-30 |url-status=dead}}

In 2009 Mercedes released the S400 mild hybrid, using a lithium ion battery.{{cite news |url=https://www.caranddriver.com/reviews/a16579313/2010-mercedes-benz-s400-hybrid-instrumented-test/ |title=Tested: 2010 Mercedes-Benz S400 Hybrid |first=Dave |last=Vanderwerp |date=December 22, 2009 |work=Car and Driver |access-date=1 March 2024}} It was reported in July 2009 that after the upcoming introductions of two-mode hybrid models of the BMW X6 (marketed globally) and the Mercedes-Benz M class (only in the United States), the two-mode hybrid joint venture would be dissolved. Daimler indicated that it wants to avoid investing in aftersales and service for a vehicle which will only be produced in small quantities, and will instead concentrate on modular hybrid building blocks with scalable lithium-ion batteries, based on the hybrid drive developed for the S-class and 7 Series sedans by the joint venture with BMW and auto supplier Continental AG.{{cite news |url=https://europe.autonews.com/article/20090714/COPY02/307149993/bmw-daimler-gm-hybrid-alliance-nears-end |title=BMW, Daimler, GM hybrid alliance nears end |first=Matthias |last=Krust |work=Automotive News |date=July 14, 2009}}

By 2014, the two-mode hybrid drivetrain was no longer offered on any light-duty vehicles.

File:Dual-mode transmission.svg

The dual-mode hybrid drive unit includes two AC motor-generators (MG-A and MG-B, each are three-phase permanent magnet machines with {{cvt|82|kW}} peak output),{{Cite web |url=http://www.remyinc.com/docs/HVH250R4.pdf |title =HVH250 Series Electric Motors |date=September 2009 |archive-url=https://web.archive.org/web/20110715172334/http://www.remyinc.com/docs/HVH250R4.pdf |archive-date=July 15, 2011 |url-status=dead |publisher=Remy International, Inc.}} three interconnected planetary gear sets (P1, P2, and P3), four selectively engaging friction clutches (C1, C2, C3, and C4), and two oil pumps.

This hybrid drive unit is coupled to the engine, taking the place of a conventional transmission. The engine crankshaft is coupled to the drive unit using a clutch and a torque damper (TD), replacing the torque converter used in most automatic transmissions. The entire drive unit is comparable in size and shape to an Allison 1000 transmission. A 300 volt battery pack is used to store energy for the two motor-generators.

General Motors has designated the drive unit as the 2ML70;{{cite web |url=https://www.transmissiondigest.com/gms-2ml70-hybrid-two-mode-transmission-2/ |title=GM's 2ML70 Hybrid Two-Mode Transmission |first=Wayne |last=Colonna |date=February 1, 2010 |work=Transmission Digest |access-date=27 February 2024}} for BMW and DaimlerChrysler vehicles, it is the GM-Allison AHS-2.{{cite journal |url=https://electricvehicleforums.com/forums/attachments/ford-escape-hybrid-26/554d1193762680-yukon-hybrid-miller_hev-propulsion-system-architectures.pdf |title=Hybrid Electric Vehicle Propulsion System Architectures of the e-CVT Type |first=John M. |last=Miller |date=May 2006 |journal=Transactions on Power Electronics |volume=21 |number=3 |publisher=IEEE |access-date=1 March 2024}} The technology is known as a "two-mode" hybrid system because the transmission / drive unit can transfer either electrical power, mechanical power, or a blend of both to the wheels, operating both as a series hybrid, using the internal combustion engine solely to generate electrical power, or as a parallel hybrid, using the electrical motor(s) to augment the mechanical power from the engine.{{cite web|url=http://wiki.epfl.ch/polymac/hybrid |title=Global Hybrid System |publisher=Wiki.epfl.ch |date=2006-11-13 |accessdate=2009-05-21}} The two modes of operation are:

1. File:Dual-mode schematic M1.svg Input-split mode — C1 engaged;{{rp|col.8 ll.57–59}} the rotational speed of the 2nd motor (MG-B) is always proportional to the output shaft, while the 1st motor (MG-A) is not proportional to the input shaft. The 2nd electric motor direct drive the output, and it is possible to drive the vehicle without combustion engine. The power flow is split only at the input, that is why it is called Input-split. At low speeds, the vehicle can move with either the electric motor/generators, the internal combustion engine, or both, making it a so-called full hybrid. All accessories will still remain functioning on electric power, and the engine can restart instantly if needed. In this mode, one of the motor/generators (MG-A) acts as a generator, while the other operates as a motor (MG-B). This mode is operational for the two continuously variable ranges (input split and compound split) of the transmission.
2. File:Dual-mode schematic M2.svg Compound-split mode — C1 disengaged, C2 engaged;{{rp|col.8 ll.59–63}} the rotational speed of the 2nd motor (MG-B) is not proportional to the output shaft, like the 1st motor (MG-A) is not proportional to the input shaft. The power flow is split at the input and at the output, that is why it is called Compound-split. It is impossible to drive the vehicle without combustion engine. This mode begins at the point where one of the motor/generators reaches zero speed; at this point some clutches within the system engage while others disengage to alter the physical configuration of the transmission, and the velocity is V_shift. Immediately after the shift, both electric machines operate as motors and the first gear ratio is employed. At a given velocity above V_shift, the second gear ratio is employed, and MG-B begins to operate as a generator, while also slowing down its angular speed.{{cite web |archive-url=https://web.archive.org/web/20050524213241/http://www.engin.umd.umich.edu/vi/w4_workshops/Miller_W04.pdf |title=Comparative Assessment of Hybrid Vehicle Power Split Transmissions |date=January 12, 2005 |url=http://www.engin.umd.umich.edu/vi/w4_workshops/Miller_W04.pdf |archive-date=May 24, 2005 |work=4th VI Winter Workshop Series |url-status=dead |first=John M. |last=Miller}}

This system amplifies the output of the electric motors similarly to the way in which a conventional transmission amplifies the torque of an internal combustion engine. It also, when required, permits transfer of more of the engine's torque to the wheels, making the transmission more efficient even without the electric motors in use. Although the transmission mechanically has only four conventional gear ratios, the electric motors allow it to function as a continuously variable transmission. This variable ratio functions in addition to the torque multiplication of the planetary gears.

File:6953409graph (rev).svg

Mode I ("input-split") is intended for the range of speeds commonly encountered during urban driving, while Mode II ("compound-split") is intended for the higher range of speeds encountered during highway travel.{{rp|col.10 ll.50–54}} Within these modes, there are four possible fixed gear ratios, two in each mode, in which one additional clutch is engaged.

The lowest fixed gear ratio, which is in Mode I, synchronizes both motor-generators, allowing the vehicle to use these as motors to augment mechanical power for stronger acceleration, or as generators for regenerative braking.{{rp|col.11 ll.10–17}} The second fixed gear ratio, also in Mode I, allows the motor-generators to freewheel which reduces losses at higher speeds and improves overall efficiency.{{rp|col.11 ll.45–49}}

Similarly, the third fixed gear ratio, which is in Mode II, synchronizes both motor-generators to allow electric motor boost or regenerative braking,{{rp|col.12 ll.52–56}} and the fourth fixed gear ratio, also in Mode II, allows both motor-generators to freewheel for improved efficiency, relying solely on mechanical power transmission to move the vehicle.{{rp|col.11 ll.57–62}}

Generally, the vehicle will start from rest in Mode I;{{rp|col.9 ll.53–61}} as speeds increase, the transmission will transition to the first fixed gear ratio, shift back to Mode I, then transition to the second fixed gear ratio before entering Mode II.{{rp|col.11 ll.53–56}}

In Mode II, unlike Mode I, there are no defined speed setpoints to enter or leave the third or fourth fixed gear ratios, but the third fixed gear ratio is intended for changing speeds (accelerating to pass or slowing), using inputs from the throttle position, while the fourth fixed gear ratio serves the same purpose as an overdrive ratio, for improved efficiency at high speeds.

When reversing, the vehicle remains in Mode I, using one of the motor-generators for traction.{{rp|col.13 ll.19–24}}

{{clear}}

Operation of the Allison Transmission (AHS-2), or Two-Mode Hybrid, from the Global Hybrid Cooperation. This transmission is mounted on the BMW X6 ActiveHybrid and the Mercedes-Benz ML450 BlueHybrid.

{{cite conference |url=http://confluence.engin.umich.edu/download/attachments/1605717/HybridVehiclessession5-1.pdf |title=Defining the General Motors 2-Mode Hybrid Transmission |first1=Tim M. |last1=Grewe |first2=Brendan M. |last2=Conlon |first3=Alan G. |last3=Holmes |date=April 16–19, 2007 |conference=2007 World Congress, Advanced Hybrid Vehicle Powertrains |isbn=0-7680-1636-3 |publisher=SAE International |location=Detroit, Michigan |archive-url=https://web.archive.org/web/20160304075802/http://confluence.engin.umich.edu/download/attachments/1605717/HybridVehiclessession5-1.pdf |archive-date=March 4, 2016}}

File:Two-Mode Hybrid Transmission Schematic.svg

Per the patent, the planetary gearsets P1 and P2 are compounded, with MG-A driving (or being driven by) the sun gear of P1, which is coupled to the ring gear of P2, and the carriers for the planet gears in P1 and P2 are coupled.{{rp|col.6 ll.24–33}} Similarly, MG-B drives (or is driven by) the sun gear of P2, which is coupled to the sun gear of P3 via a hollow shaft.{{rp|col.6 ll.54–64}}

Toyota's Hybrid Synergy Drive may appear similar in that it also combines the power from an ICE and a pair of electric motor–generators; however in its current form, Toyota uses only one planetary gearset providing only single mode functionality (i.e. input split only) using a series/parallel architecture.{{cite web |url=http://www.toyota.co.jp/en/tech/environment/hsd/02.html |title=A Guide to Hybrid Synergy: Are All Hybrids Created Equal? |archive-url=https://web.archive.org/web/20031221130359/http://www.toyota.co.jp/en/tech/environment/hsd/02.html |archive-date=December 21, 2003 |url-status=dead |publisher=Toyota Motor Corporation}}

Honda's Integrated Motor Assist uses a traditional ICE and transmission where the flywheel is replaced with an electric motor: it is a simple parallel architecture, requiring the addition of a mechanical continuously variable transmission (CVT), i.e. not electrically variable.

{{inc-transport|date=August 2008}}

File:Allison EP50 transmission.jpg EP50 two-mode hybrid drive unit for heavy-duty applications, which takes the place of a conventional transmission]]

The two-mode hybrid drive system manufactured by Allison Transmission was first used in New Flyer transit buses which entered revenue service in 2004;{{cite web |url=https://powertrain-center.com/wp-content/uploads/2021/09/Fiche-technique_ALLISON_BV_EP40-50.pdf |title=Allison H 40 EP and H 50 EP Specification |publisher=Allison Transmission |date=April 2012 |access-date=29 February 2024}} in testing at the National Renewable Energy Laboratory, measured fuel economy improved from {{cvt|1.46–3.03|mpgus|l/100km}} for conventional diesel bus to {{cvt|2.56–3.98|mpgus|l/100km}} with the hybrid drive unit in an equivalent bus over the same operating cycles, representing an improvement of {{#expr:100*0.88/2.90 round 1}} – {{#expr:100*1.09/1.46 round 1}}%.{{cite report |url=https://www.nrel.gov/docs/fy06osti/39996.pdf |title=King County Metro Transit: Allison Hybrid Electric Transit Bus Laboratory Testing |author1=R.R. Hayes |author2= A. Williams |author3=J. Ireland |author4=K. Walkowicz |date=September 2006 |publisher=National Renewable Energy Laboratory |access-date=29 February 2024}}{{rp|10}}

By 2008, Allison had delivered 1,000 hybrid powertrains.{{cite news |url=https://www.greencarcongress.com/2008/06/1000th-gm-allis.html |title=1,000th GM-Allison Hybrid Bus Enters Service |date=2 June 2008 |work=Green Car Congress |access-date=29 February 2024}} Many transit operators since then have received buses with the Allison hybrid system, including:

• King County, Washington King County Metro (361 New Flyer buses announced from 2002 to present) The first DE60LF, serial 24129
• Albuquerque, New Mexico ABQ RIDE (112 New Flyer buses announced from December 21, 2004, to present)
• Indianapolis, Indiana IndyGo (two buses announced January 24, 2005)
• Yosemite National Park National Park Service (18 Gillig buses announced April 25, 2005)
• Kelowna and Victoria, British Columbia (6 New Flyer buses announced May 5, 2005)
• Shreveport, Louisiana SporTran (one bus announced June 9, 2005)
• Charlotte, North Carolina Charlotte Area Transit System (2 buses announced June 9, 2005)
• Springfield, Massachusetts Pioneer Valley Transit Authority (one bus announced October 14, 2005)
• Aspen, Colorado Roaring Fork Transportation Authority (seven buses announced December 9, 2005)
• Consortium (led by San Joaquin RTD) of 10 transit agencies in California and Nevada (157 Gillig buses announced March 20, 2006).
• Note: ABQ RIDE of Albuquerque, New Mexico was formerly a member of this consortium, but instead chose to order New Flyer buses on their own instead.
• Madison, Wisconsin Madison Metro (5 Gillig buses announced September 11, 2007, with 10 more planned for purchase in the next few years)

In 2020, Allison introduced its second generation two-mode hybrid drive units, branded eGen Flex, upgrading the existing H 40 EP and H 50 EP drive units with a disconnect clutch, allowing the engine to shut off completely, and adding a second line branded eGen Flex Max, which offers fully-electric propulsion with a lithium-titanate battery chemistry.{{cite news |url=https://www.greencarcongress.com/2020/08/20200828-allison.html |title=Allison Transmission launches eGen Flex, new zero-emission-capable electric hybrid system |date=28 August 2020 |work=Green Car Congress |access-date=6 September 2024}}{{cite web |url=https://www.allisontransmission.com/ev-solutions/egen-flex |title=eGen Flex® |publisher=Allison Transmission |access-date=29 February 2024}}

File:Mondial de l'Automobile 2010, Paris - France (5055324794).jpg Hybrid, photographed at 2010 Paris Motor Show]]

The longitudinal system for light trucks from General Motors will be manufactured at Baltimore Transmission by GM's PowerTrain division. The nickel-metal hydride batteries will be manufactured by Panasonic EV of Japan.

The system was introduced for the 2008 model year in the full-sized Chevrolet Tahoe and GMC Yukon SUVs as a specific 2-Mode Hybrid model. Rear wheel drive and four wheel drive light duty trucks using the 2-mode hybrid system include:

• GMC Graphyte Hybrid SUV concept (shown at the 2005 NAIAS)
• GMT900-based trucks and SUVs:
• 2008-2013 Chevrolet Tahoe Hybrid
• 2008-2013 GMC Yukon Hybrid
• 2009-2013 Cadillac Escalade Hybrid
• 2009-2013 Chevrolet Silverado Hybrid
• 2009-2013 GMC Sierra Hybrid
• 2009 Dodge Durango Hybrid
• 2009 Chrysler Aspen Hybrid
• 2010-2011 BMW X6 ActiveHybrid{{Cite web |url=https://www.autoblog.com/2008/04/10/bmw-x6-two-mode-hybrid-coming-in-2009/ |title =BMW X6 Two-mode hybrid coming in 2009 |first=Sam |last=Abuelsamid |date=April 10, 2008 |work=Autoblog |access-date=29 February 2024}}
• 2010-2011 Mercedes ML 450 hybrid

• Front wheel drive car system
• Opel Astra Diesel hybrid concept (shown at the 2005 NAIAS)
• Saab 9-3 BioPower Hybrid Concept (shown at the 2006 British International Motorshow){{cite web| url = http://www.motortrend.com/auto_news/112_news060802_saab_biopower_hybrid_concept/index.html| url-status = dead| archive-url = https://web.archive.org/web/20110622124809/http://www.motortrend.com/auto_news/112_news060802_saab_biopower_hybrid_concept/index.html| archive-date = 2011-06-22| title = Saab BioPower Hybrid Concept Adds Two-Mode Hybrid Transmission - Auto News - Motor Trend}}
• 2010 Saturn Vue 2-Mode Plug-in Hybrid SUV, 45% improvement over Mild hybrid version according to GM[https://web.archive.org/web/20070810113529/http://www.gm.com/company/gmability/adv_tech/100_news/hybrid-2008-113006.html GM - GMability Advanced Technology: Front-Wheel-Drive, 2-Mode Hybrid System Debuts in 2008] (originally intended for the 2009 MY, it was delayed and ultimately cancelled due to the demise of Saturn as a GM division, never entered production)
• 2011 undisclosed GM product (possibly a new Buick "crossover" utility or Cadillac AWD sedan)[http://gm-volt.com/2009/08/19/breaking-buick-compact-crossover-cancelled-2-mode-plugin-drivetrain-still-lives-on/ Breaking: Buick Compact Crossover Cancelled, 2-Mode Plugin Drivetrain Still Lives On >]

{{cite news| url=https://www.forbes.com/2010/01/13/general-motors-hybrid-markets-equities-plug-in.html | work=Forbes | first=Natasha | last=Gural | title=GM Unveils Plans for New Hybrid, Again | date=January 13, 2010}}

• BAS Hybrid (GM mild hybrid)
• GM Voltec powertrain
• Hybrid car
• List of hybrid vehicles

{{Reflist}}

• {{cite journal|url=http://www.technologyreview.com/articles/05/04/issue/forward_gas.asp|title=Gas-Guzzling Hybrids|journal=Technology Review|issue=April 2005|author=David Talbot}}
• {{cite web|title=Chevrolet Tahoe with Two-Mode Full Hybrid Exploits Fuel Savings, SUV Driving Pleasure and Performance|url=http://www.gm.com/company/gmability/adv_tech/100_news/hybridtahoe_10906.html|archiveurl=https://web.archive.org/web/20070814083924/http://www.gm.com/company/gmability/adv_tech/100_news/hybridtahoe_10906.html|archivedate=2007-08-14|work=General Motors press release|accessdate=January 9, 2006 }}
• {{cite web|title=Global Alliance for Hybrid Drive Development: Cooperation between BMW, DaimlerChrysler and GM|url=http://www.gm.com/company/gmability/adv_tech/100_news/hybrid_090805.html|archiveurl=https://web.archive.org/web/20070814111752/http://www.gm.com/company/gmability/adv_tech/100_news/hybrid_090805.html|archivedate=2007-08-14|work=General Motors press release|accessdate=September 9, 2005 }}
• {{cite journal|url=http://documents.epfl.ch/users/f/fr/froulet/www/Hybrid/HybridVehiclessession5-1.pdf|title=Defining the General Motors 2-Mode Hybrid Transmission|journal=SAE Technical Paper Series|issue=SAE 2007–01–0273|author=Grewe, T. M., B. M. Conlon, and A. G. Holmes}}
• {{cite journal|url=http://www.sae.org/technical/papers/2009-01-1307|title=Tahoe HEV Model Development in PSAT|journal=SAE Technical Paper Series|issue=SAE 2009–01–1307|author=Kim, N., Carlson, R., Jehlik, F., and A. Rousseau|year=2009|volume=1|doi=10.4271/2009-01-1307}}

• {{cite patent |country=US |number=5558588A |title=Two-Mode, Input-Split, Parallel Hybrid Transmission |invent1=Michael R. Schmidt |assign1=General Motors Corporation |fdate=February 16, 1995 |pubdate=September 24, 1996 |status=Patent}}
• {{cite patent |country=US |number=5571058A |title=Four-mode, input-split, paralell [sic], hybrid transmission |invent1=Michael R. Schmidt |assign1=General Motors Corporation |fdate=Auugst 8, 1995 |pubdate=November 5, 1996 |status=Patent}}
• {{cite patent |country=US |number=5931757A |title=Two-Mode, Compound-Split, Electro-mechanical Vehicular Transmission |invent1=Michael R. Schmidt |assign1=General Motors Corporation |fdate=June 24, 1998 |pubdate=August 3, 1999 |status=Patent}}
• {{cite patent |country=US |number=6358173B1 |title=Two-mode, compound-split, electro-mechanical vehicular transmission having significantly reduced vibrations |invent2=Michael R. Schmidt |invent1=Donald Klemen |assign1=General Motors Corporation |fdate=June 12, 2000 |pubdate=March 19, 2002 |status=Patent}}
• {{cite patent |country=US |number=6478705B1 |title=Hybrid Electric Powertrain Including a Two-Mode Electrically Variable Transmission |invent2=Michael R. Schmidt |invent1=Alan G. Holmes |assign1=General Motors Corporation |fdate=July 19, 2001 |pubdate=November 12, 2002 |status=Patent}}
• {{cite patent |country=US |number=6527658B2 |title=Two-mode, compound-split, electro-mechanical vehicular transmission having significantly reduced vibrations |invent2=Donald Klemen |invent1=Alan G. Holmes |invent3=Michael R. Schmidt |assign1=General Motors Corporation |fdate=April 2, 2001 |pubdate=March 4, 2003 |status=Patent}}
• {{cite patent |country=US |number=6945894B2 |title=Two Range Electrically Variable Power Transmission |invent1=Alan G. Holmes |assign1=General Motors Corporation |fdate=October 29, 2003 |pubdate=September 20, 2005 |status=Patent}}
• {{cite patent |country=US |number=6953409B2 |title=Two-mode, compound-split, hybrid electro-mechanical transmission having four fixed ratios |invent1=Michael R. Schmidt |invent2=Donald Klemen |invent3=Larry T. Nitz |invent4=Alan G. Holmes |assign1=GM Global Technology Operations LLC |assign2=FCA US LLC |fdate=September 22, 2004 |pubdate=June 23, 2005 |status=Patent}}

• [http://www.mathworks.com/help/physmod/sdl/examples/dual-mode-hybrid-transmission.html Dual-Mode Hybrid Simulation | MATLAB] {{Webarchive|url=https://web.archive.org/web/20160501070558/http://www.mathworks.com/help/physmod/sdl/examples/dual-mode-hybrid-transmission.html |date=2016-05-01 }}
• [https://web.archive.org/web/20060523155413/http://www.engin.umd.umich.edu/vi/w4_workshops/Miller_W04.pdf Comparative Assessment of Hybrid Vehicle Power Split Transmissions]
• [https://archive.today/20121214072358/http://appft1.uspto.gov/netacgi/nph-Parser?Sect1=PTO2&Sect2=HITOFF&p=1&u=/netahtml/PTO/search-bool.html&r=1&f=G&l=50&co1=AND&d=PG01&s1=20060111213&OS=20060111213&RS=20060111213 Electrically variable transmission having two planetary gear sets with one fixed interconnection, US Patent Application 2006/0111213 A1]

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Category:Automotive transmission technologies

Category:BMW

Category:Mercedes-Benz Group

Category:DaimlerChrysler

Category:Hybrid powertrain

Category:Hybrid vehicles

Category:General Motors transmissions

Category:General Motors hybrid technologies