Patent Publication Number: US-2021178890-A1

Title: Inline electromechanical variable transmission system

Description:
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS 
     This application is a continuation-in-part of: (a) U.S. application Ser. No. 16/806,623, filed Mar. 2, 2020, which is a continuation of U.S. application Ser. No. 15/725,154, filed Oct. 4, 2017, which is a continuation-in-part of U.S. application Ser. No. 15/698,415, filed Sep. 7, 2017, which is a continuation-in-part of U.S. application Ser. No. 15/693,176, filed Aug. 31, 2017, now U.S. Pat. No. 10,584,775, which is a continuation-in-part of: (i) U.S. application Ser. No. 14/918,221, filed Oct. 20, 2015, now U.S. Pat. No. 10,421,350; (ii) U.S. application Ser. No. 15/595,443, filed May 15, 2017, now U.S. Pat. No. 9,970,515, which is a continuation of U.S. application Ser. No. 14/624,285, filed Feb. 17, 2015, now U.S. Pat. No. 9,651,120; (iii) U.S. application Ser. No. 15/595,511, filed May 15, 2017, now U.S. Pat. No. 10,029,555, which is a continuation of U.S. application Ser. No. 14/792,532, filed Jul. 6, 2015, now U.S. Pat. No. 9,650,032, which is a continuation-in-part of U.S. application Ser. No. 14/624,285, filed Feb. 17, 2015, now U.S. Pat. No. 9,651,120; and (iv) U.S. application Ser. No. 15/601,670, filed May 22, 2017, now U.S. Pat. No. 9,908,520, which is a continuation of U.S. application Ser. No. 14/792,535, filed Jul. 6, 2015, now U.S. Pat. No. 9,656,659, which is a continuation-in-part of U.S. application Ser. No. 14/624,285, filed Feb. 17, 2015, now U.S. Pat. No. 9,651,120; (b) U.S. application Ser. No. 16/806,748, filed Mar. 2, 2020, which is a continuation of U.S. application Ser. No. 15/693,176, filed Aug. 31, 2017, now U.S. Pat. No. 10,584,775; and (c) U.S. application Ser. No. 16/540,816, filed Aug. 14, 2019, which is a continuation of U.S. application Ser. No. 14/918,221, filed Oct. 20, 2015, now U.S. Pat. No. 10,421,350, all of which are incorporated herein by reference in their entireties. 
    
    
     BACKGROUND 
     Internal combustion engine vehicles, hybrid vehicles, and electric vehicles, among other types of vehicles, include transmissions. Traditional vehicle transmissions use gears and gear trains to provide speed and torque conversions from a rotating power source (e.g., an engine, a motor, etc.) to another device (e.g., a drive shaft, wheels of a vehicle, etc.). Transmissions include multiple gear ratios selectively coupled to the rotating power source with a mechanism. The mechanism may also selectively couple an output to the various gear ratios. 
     SUMMARY 
     One exemplary embodiment relates to a drive system for a vehicle. The drive system includes a first planetary device, a second planetary device directly coupled to the first planetary device, a first electromagnetic device at least selectively coupled to the first planetary device and including a first shaft, a second electromagnetic device directly coupled to the second planetary device and including a second shaft, and an output shaft coupled to the first planetary device. The first shaft and the second shaft are radially aligned with the first planetary device and the second planetary device. The output shaft is radially aligned with the first planetary device and the second planetary device. 
     Another exemplary embodiment relates to a drive system for a vehicle. The drive system includes a first planetary device, a second planetary device, a first electromagnetic device at least selectively coupled to the first planetary device, a second electromagnetic device coupled to the second planetary device, and an output shaft. The first planetary device includes a first rotatable portion, a second rotatable portion, at least one connecting member coupling the first rotatable portion to the second rotatable portion, and a first carrier rotationally supporting the at least one connecting member. The second planetary device includes a second carrier. The first carrier is directly coupled to the second planetary device, and the second carrier is directly coupled to the first planetary device. The output shaft is coupled to the first carrier and aligned with the first electromagnetic device and the second electromagnetic device. 
     Another exemplary embodiment relates to a transmission including a first planetary device and a second planetary device, the first planetary device including a carrier, a first motor/generator at least selectively coupled to the first planetary device, a second motor/generator coupled to the second planetary device, and an output shaft coupled to the carrier of the first planetary device and configured to selectively receive rotational mechanical energy from the first motor/generator and the second motor/generator. The carrier and the second planetary device are directly coupled. 
     The invention is capable of other embodiments and of being carried out in various ways. Alternative exemplary embodiments relate to other features and combinations of features as may be recited herein. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The disclosure will become more fully understood from the following detailed description, taken in conjunction with the accompanying figures, wherein like reference numerals refer to like elements, in which: 
         FIG. 1  is a schematic view of a vehicle having a drive train, according to an exemplary embodiment; 
         FIG. 2A  is a detailed schematic view of the drive train of  FIG. 1 , according to an exemplary embodiment; 
         FIG. 2B  is a partial schematic view of the drive train of  FIG. 1 , according to an exemplary embodiment; 
         FIG. 2C  is a partial schematic view of the drive train of  FIG. 1 , according to an exemplary embodiment; 
         FIG. 3  is a schematic diagram of a control system for the drive train of  FIG. 1 , according to an exemplary embodiment; 
         FIG. 4  is a detailed schematic view of a drive train configured in a neutral/startup mode of operation, according to an exemplary embodiment; 
         FIG. 5  is a detailed schematic view of a drive train configured in a neutral/startup mode of operation, according to another exemplary embodiment; 
         FIG. 6  is a detailed schematic view of a drive train configured in a low range mode of operation, according to an exemplary embodiment; 
         FIG. 7  is a detailed schematic view of a drive train configured in a mid range mode of operation, according to an exemplary embodiment; 
         FIG. 8  is a detailed schematic view of a drive train configured in a high range mode of operation, according to an exemplary embodiment; 
         FIG. 9  is a detailed schematic view of a drive train configured in an intermediate shift mode of operation, according to an exemplary embodiment; 
         FIG. 10  is a detailed schematic view of a drive train configured in a low speed reverse mode of operation, according to an exemplary embodiment; 
         FIG. 11  is a detailed schematic view of a drive train configured in a mid speed reverse mode of operation, according to an exemplary embodiment; 
         FIG. 12  is a detailed schematic view of a drive train configured in a power generation mode of operation, according to an exemplary embodiment; 
         FIG. 13  is a detailed schematic view of a drive train configured in an electric PTO mode of operation, according to an exemplary embodiment; 
         FIG. 14  is a schematic view of a vehicle having a drive train, according to an exemplary embodiment; 
         FIG. 15  is a detailed schematic view of the drive train of  FIG. 14 , according to an exemplary embodiment; 
         FIG. 16  is a schematic diagram of a control system for the drive train of  FIG. 14 , according to an exemplary embodiment; 
         FIG. 17  is a detailed schematic view of a drive train configured in a neutral/startup mode of operation, according to an exemplary embodiment; 
         FIG. 18  is a detailed schematic view of a drive train configured in a neutral/startup mode of operation, according to another exemplary embodiment; 
         FIG. 19  is a detailed schematic view of a drive train configured in a low range mode of operation, according to an exemplary embodiment; 
         FIG. 20  is a detailed schematic view of a drive train configured in a mid range mode of operation, according to an exemplary embodiment; 
         FIG. 21  is a detailed schematic view of a drive train configured in a high range mode of operation, according to an exemplary embodiment; 
         FIG. 22  is a detailed schematic view of a drive train configured in an intermediate shift mode of operation, according to an exemplary embodiment; 
         FIG. 23  is a detailed schematic view of a drive train configured in a low speed reverse mode of operation, according to an exemplary embodiment; 
         FIG. 24  is a detailed schematic view of a drive train configured in a mid speed reverse mode of operation, according to an exemplary embodiment; 
         FIG. 25  is a detailed schematic view of a drive train configured in a power generation mode of operation, according to an exemplary embodiment; 
         FIG. 26  is a schematic view of a vehicle having a drive train, according to an exemplary embodiment; 
         FIG. 27  is a detailed schematic view of the drive train of  FIG. 26 , according to an exemplary embodiment; 
         FIG. 28  is a schematic diagram of a control system for the drive train of  FIG. 26 , according to an exemplary embodiment; 
         FIG. 29  is a detailed schematic view of a drive train configured in a neutral/startup mode of operation, according to an exemplary embodiment; 
         FIG. 30  is a detailed schematic view of a drive train configured in a neutral/startup mode of operation, according to another exemplary embodiment; 
         FIG. 31  is a detailed schematic view of a drive train configured in a low range forward mode of operation, according to an exemplary embodiment; 
         FIG. 32  is a detailed schematic view of a drive train configured in a mid range forward mode of operation, according to an exemplary embodiment; and 
         FIG. 33  is a detailed schematic view of a drive train configured in a high range forward mode of operation, according to an exemplary embodiment. 
         FIG. 34  is a detailed schematic view of a drive train configured in a low range reverse of operation, according to an exemplary embodiment; 
         FIG. 35  is a detailed schematic view of a drive train configured in amid range reverse mode of operation, according to an exemplary embodiment; and 
         FIG. 36  is a detailed schematic view of a drive train configured in a high range reverse mode of operation, according to an exemplary embodiment. 
         FIG. 37  is a detailed schematic view of the drive train of  FIG. 26 , according to an alternative embodiment; 
         FIG. 38  is a detailed schematic view of a drive train configured in a neutral/startup mode of operation, according to an alternative embodiment; 
         FIG. 39  is a detailed schematic view of a drive train configured in a low range mode of operation, according to an alternative embodiment; 
         FIG. 40  is a detailed schematic view of a drive train configured in a mid range mode of operation, according to an alternative embodiment; and 
         FIG. 41  is a detailed schematic view of a drive train configured in a high range mode of operation, according to an alternative embodiment. 
     
    
    
     DETAILED DESCRIPTION 
     Before turning to the figures, which illustrate the exemplary embodiments in detail, it should be understood that the present application is not limited to the details or methodology set forth in the description or illustrated in the figures. It should also be understood that the terminology is for the purpose of description only and should not be regarded as limiting. 
     First Configuration 
     According to an exemplary embodiment, a multi-mode inline electromechanical variable transmission is provided as part of a vehicle and is selectively reconfigurable between a plurality of operating modes. The vehicle may also include an engine and one or more tractive elements (e.g., wheel and tire assemblies, etc.). The multi-mode inline electromechanical variable transmission may include a first electromagnetic device and a second electromagnetic device. In one embodiment, at least one of the first electromagnetic device and the second electromagnetic device provides rotational mechanical energy to start the engine. In another embodiment, the engine provides a rotational mechanical energy input to both the first and second electromagnetic devices such that each operates as a generator to generate electrical energy. In still other embodiments, one of the first electromagnetic device and the second electromagnetic device are configured to receive a rotational mechanical energy output from the engine and provide an electrical energy output to power a control system and/or the other electromagnetic device. In yet other embodiments, at least one of the first electromagnetic device and the second electromagnetic device are configured to receive an electrical energy input and provide a mechanical energy output to another part of the transmission (e.g., a power takeoff output). According to an exemplary embodiment, the multi-mode inline electromechanical variable transmission has a compact design that facilitates direct replacement of traditional inline transmissions (e.g., mechanical transmissions, transmissions without electromagnetic devices, etc.) used in front engine applications. Thus, the multi-mode inline electromechanical variable transmission may be installed during a new vehicle construction or installed to replace a conventional transmission of a front engine vehicle (e.g., as opposed to replacing a traditional midship transfer case, etc.). The multi-mode inline electromechanical variable transmission may additionally or alternatively be installed as part of a rear-engine vehicle (e.g., a bus, etc.). 
     According to the exemplary embodiment shown in  FIGS. 1-2A , a vehicle  10  includes an engine  20  coupled to a transmission, shown as transmission  30 . In one embodiment, engine  20  is configured to combust fuel and provide a mechanical energy input to transmission  30 . By way of example, engine  20  may be configured to provide a rotational mechanical energy input to transmission  30 . As shown in  FIGS. 1-2A , transmission  30  includes a first electrical machine, electromagnetic device, and/or motor/generator, shown as first electromagnetic device  40 , and a second electrical machine, electromagnetic device, and/or motor/generator, shown as second electromagnetic device  50 . According to an exemplary embodiment, vehicle  10  is configured as a rear engine vehicle and transmission  30  is configured as a multi-mode inline electromechanical transmission. In other embodiments, vehicle  10  is configured as a mid-engine vehicle or a front engine vehicle. 
     Referring again to the exemplary embodiment shown in  FIG. 1 , vehicle  10  includes a front axle, shown as front axle  60 , and a rear axle, shown as rear axle  70 . As shown in  FIG. 1 , front axle  60  includes a pair of tractive elements, shown as tires  62 , coupled to a front differential, shown as front differential  64 . Rear axle  70  includes a pair of tractive elements, shown as tires  72 , coupled to a rear differential, shown as rear differential  74 , according to an exemplary embodiment. According to the exemplary embodiment shown in  FIG. 1 , front differential  64  is coupled to transmission  30  with a front axle driveshaft  66 , and rear differential  74  is coupled to transmission  30  with a rear axle driveshaft  76 . While shown as coupled to tires  62  and tires  72 , front differential  64  and rear differential  74  may be coupled to various other types of tractive elements (e.g., tracks, etc.), according to alternative embodiments. As shown in  FIG. 1 , front axle driveshaft  66  and rear axle driveshaft  76  are configured to transport power from first electromagnetic device  40 , second electromagnetic device  50 , and engine  20  to tires  62  and tires  72 , respectively. Vehicle  10  may include a plurality of front differentials  64  that may be coupled and/or a plurality of rear differentials  74  that may be coupled, according to various alternative embodiments. In some embodiments, transmission  30  is selectively coupled (e.g., via a clutch mechanism, coupling mechanism, etc.) to at least one of the front axle driveshaft  66  and the rear axle driveshaft  76  (e.g., to reconfigure vehicle  10  into a front-wheel-drive configuration, a rear-wheel-drive configuration, an all-wheel-drive configuration, a four-wheel-drive configuration, etc.). 
     Engine  20  may be any source of rotational mechanical energy that is derived from a stored energy source. The stored energy source is disposed onboard vehicle  10 , according to an exemplary embodiment. The stored energy source may include a liquid fuel or a gaseous fuel, among other alternatives. In one embodiment, engine  20  includes an internal combustion engine configured to be powered by at least one of gasoline, natural gas, and diesel fuel. According to various alternative embodiments, engine  20  includes at least one of a turbine, a fuel cell, and an electric motor, or still another device. According to one exemplary embodiment, engine  20  includes a twelve liter diesel engine capable of providing between approximately 400 horsepower and approximately 600 horsepower and between approximately 400 foot pounds of torque and approximately 2000 foot pounds of torque. In one embodiment, engine  20  has a rotational speed (e.g., a rotational operational range, etc.) of between 0 and 2,100 revolutions per minute. Engine  20  may be operated at a relatively constant speed (e.g., 1,600 revolutions per minute, etc.). In one embodiment, the relatively constant speed is selected based on an operating condition of engine  20  (e.g., an operating speed relating to a point of increased fuel efficiency, etc.). 
     In one embodiment, at least one of first electromagnetic device  40  and second electromagnetic device  50  provide a mechanical energy input to another portion of transmission  30 . By way of example, at least one of first electromagnetic device  40  and second electromagnetic device  50  may be configured to provide a rotational mechanical energy input to another portion of transmission  30  (i.e., at least one of first electromagnetic device  40  and second electromagnetic device  50  may operate as a motor, etc.). At least one of first electromagnetic device  40  and second electromagnetic device  50  may receive a mechanical energy output from at least one of engine  20  and another portion of transmission  30 . By way of example, at least one of first electromagnetic device  40  and second electromagnetic device  50  may be configured to receive a rotational mechanical energy output from at least one of engine  20  and another portion of transmission  30  and provide an electrical energy output (i.e., at least one of first electromagnetic device  40  and second electromagnetic device  50  may operate as a generator, etc.). According to an exemplary embodiment, first electromagnetic device  40  and second electromagnetic device  50  are capable of both providing mechanical energy and converting a mechanical energy input into an electrical energy output (i.e., selectively operate as a motor and a generator, etc.). The operational condition of first electromagnetic device  40  and second electromagnetic device  50  (e.g., as a motor, as a generator, etc.) may vary based on a mode of operation associated with transmission  30 . 
     According to the exemplary embodiment shown in  FIG. 2A , a drive system for a vehicle, shown as drive system  100 , includes engine  20 , transmission  30 , first electromagnetic device  40 , and second electromagnetic device  50 . Transmission  30  may include first electromagnetic device  40  and second electromagnetic device  50 . As shown in  FIG. 2A , transmission  30  includes a first power transmission device, shown as power split  110 , and a second power transmission device, shown as output planetary  120 . In one embodiment, power split  110  and output planetary  120  are positioned outside of (e.g., on either side of, sandwiching, not between, etc.) first electromagnetic device  40  and second electromagnetic device  50 . As shown in  FIG. 2A , power split  110  and output planetary  120  are disposed between (e.g., sandwiched by, etc.) first electromagnetic device  40  and second electromagnetic device  50 . 
     Referring to the exemplary embodiments shown in  FIGS. 2A-2C , power split  110  is a power transmission device. In some embodiments, power split  110  is a variable ratio power transmission device or variator configured to vary a ratio (e.g., a torque ratio, a gear ratio, a speed ratio, etc.) between an input to power split  110  and an output from power split  110 . In other embodiments, such ratios are fixed. An input is a rotational mechanical energy input having an input speed and an input torque. An output is a rotational mechanical energy output having an output speed and an output torque. Power split  110  may have various arrangements (e.g., an epicyclic or planetary arrangement, a radially offset arrangement, etc.). Power split  110  may utilize various types of variator configurations. By way of example, power split  110  may be a belt and/or a chain variator (e.g., include one or more belts or chains rotationally coupling variable diameter pulleys, etc.). In such an example, varying the pulley diameters may adjust the relative speeds between various components within power split  110 . Such a belt variator and/or a chain variator may be a planetary device. 
     As shown in  FIG. 2A , power split  110  includes an inner portion  111  that is shown according to various exemplary embodiments in  FIGS. 2B and 2C . In  FIGS. 2B and 2C , power split  110  is an epicyclic device or planetary device that includes a first rotatable portion  112 , a second rotatable portion  114 , and one or more adjustable members or connecting members  116  each configured to rotate about a corresponding axis  117 . The connecting members  116  engage (e.g., rotationally) both first rotatable portion  112  and second rotatable portion  114 , thereby coupling first rotatable portion  112  to second rotatable portion  114 , according to an exemplary embodiment. As shown in  FIGS. 2B and 2C , a carrier  118  rotationally supports connecting members  116  such that each connecting member  116  rotates relative to carrier  118  about the corresponding axis  117 . In some embodiments, connecting members  116  are selectively repositionable such that axes  117  rotate relative to carrier  118 . As the orientations of connecting members  116  change relative to carrier  118 , connecting members  116  may engage first rotatable portion  112  and second rotatable portion  114  at different locations, varying the speed ratios between first rotatable portion  112 , second rotatable portion  114 , and carrier  118 . Each of first rotatable portion  112 , second rotatable portion  114 , and carrier  118  may receive an input or provide an output depending on the configuration of vehicle  10 . 
     In the embodiment shown in  FIG. 2B , power split  110  is an epicyclic or planetary device configured as a friction ball variator. In this embodiment, connecting members  116  are balls (e.g., spheres, etc.) that are rotatable relative to carrier  118  about axes  117 . In the embodiment shown in  FIG. 2B , power split  110  is shown to include two connecting members  116 , however, power split  110  may include more or fewer connecting members  116  (e.g., 1, 3, 4, 10, etc.). The first rotatable portion  112  and second rotatable portion  114  each include an engagement surface that extends along a circular path and is configured to engage connecting members  116  (e.g., through friction, etc.). Accordingly, first rotatable portion  112  is rotationally engaged with second rotatable portion  114  through connecting members  116 . Each connecting member  116  is configured to rotate relative to carrier  118  about an axis  117  in response to a rotational mechanical energy input (e.g., through first rotatable portion  112 , through second rotatable portion  114 , through carrier  118 , etc.). 
     In some embodiments, axes  117  are fixed (e.g., permanently, selectively, etc.) relative to carrier  118 . In other embodiments, to facilitate varying speed ratios between inputs to power split  110  and outputs from power split  110 , each axis  117  is rotatable relative to carrier  118  (e.g., such that axis  117  rotates about an axis extending perpendicular to the plane of  FIG. 2B ). Connecting members  116  may have a curved profile such that rotating the axes  117  of connecting members  116  varies the ratios between the speed of first rotatable portion  112 , the speed of second rotatable portion  114 , and the speed of carrier  118 . Rotating the axis  117  corresponding to one of the connecting members  116  in a first direction both (a) reduces the distance between that axis  117  and the point where first rotatable portion  112  engages that connecting member  116  and (b) increases the distance between that axis  117  and the point where second rotatable portion  114  engages that connecting member  116 . In one such arrangement, with carrier  118  held fixed, first rotatable portion  112  rotates more slowly than second rotatable portion  114 . Rotating the axis  117  in the opposite direction may have the opposite effect. In some embodiments, the axes  117  are rotationally coupled such that they rotate in unison. 
     In the embodiment shown in  FIG. 2C , power split  110  is an epicyclic or planetary device configured as a toroidal variator. In this embodiment, each connecting member  116  is a wheel or disc that is rotatable relative to carrier  118 . In the embodiment shown in  FIG. 2C , power split  110  is shown to include two connecting members  116 , however, power split  110  may include more or fewer connecting members  116  (e.g., 1, 3, 4, 10, etc.). The first rotatable portion  112  and second rotatable portion  114  each include a toroidal engagement surface that is configured to engage connecting members  116  (e.g., through friction, etc.). Accordingly, first rotatable portion  112  is rotationally engaged with second rotatable portion  114  through connecting members  116 . Each connecting member  116  is configured to rotate relative to carrier  118  about an axis  117  in response to a rotational mechanical energy input (e.g., through first rotatable portion  112 , through second rotatable portion  114 , through carrier  118 , etc.). 
     In some embodiments, axes  117  are fixed relative to carrier  118 . In other embodiments, to facilitate varying speed ratios between inputs to power split  110  and outputs from power split  110 , each axis  117  is rotatable relative to carrier  118  (e.g., such that axis  117  rotates about an axis extending perpendicular to the plane of  FIG. 2C ). To facilitate continuous engagement between connecting members  116 , first rotatable portion  112 , and second rotatable portion  114  as the axis  117  rotates, the toroidal engagement surfaces may be concave with a constant radius cross sectional curvature. In such embodiments, rotating the axes  117  varies the ratios between the speed of first rotatable portion  112 , the speed of second rotatable portion  114 , and the speed of carrier  118 . Rotating the axis  117  corresponding to one of the connecting members  116  in a first direction both (a) increases the radius between the axis of rotation of first rotatable portion  112  and the point where that connecting member  116  engages first rotatable portion  112  and (b) decreases the radius between the axis of rotation of second rotatable portion  114  and the point where that connecting member  116  engages second rotatable portion  114 . In one such arrangement, with carrier  118  held fixed, first rotatable portion  112  rotates more slowly than second rotatable portion  114 . Rotating the axis  117  in the opposite direction has the opposite effect. In some embodiments, the axes  117  are rotationally coupled such that they rotate in unison. 
     As shown in  FIG. 3 , power split  110  includes an adjustment mechanism or actuator, shown as variator adjustment mechanism  119 . The variator adjustment mechanism  119  is configured to rotate axes  117  relative to carrier  118  or otherwise vary speed ratios between inputs to power split  110  and outputs from power split  110 . The variator adjustment mechanism  119  may be a hydraulic actuator, a pneumatic actuator, an electric motor, or another type of actuator that is controlled by another component (e.g., controller  210 ). Alternatively, the variator adjustment mechanism  119  may be controlled passively (e.g., using a flyweight system). By way of example, the variator adjustment mechanism  119  may include a spring loaded flyweight coupled to a component of power split  110  (e.g., carrier  118 ) such that variator adjustment mechanism  119  varies the orientation of axes  117  based on a rotational speed of the component. In other embodiments, axes  117  are fixed relative to carrier  118 , and variator adjustment mechanism  119  is omitted. 
     Referring again to  FIG. 2A , a clutch, shown as neutral clutch  22 , is positioned to selectively couple first electromagnetic device  40  to first rotatable portion  112 . Neutral clutch  22  may be a component of first electromagnetic device  40  or transmission  30  or a separate component. Accordingly, first electromagnetic device  40  is selectively coupled to first rotatable portion  112  such that power split  110  is selectively coupled to first electromagnetic device  40 . By way of example, first electromagnetic device  40  may include or be coupled to a shaft (e.g., a first shaft, an input shaft, an output shaft, etc.) selectively coupled to first rotatable portion  112 . According to an alternative embodiment, neutral clutch  22  is omitted, and first electromagnetic device  40  is directly coupled to first rotatable portion  112 . 
     Referring still to the exemplary embodiment shown in  FIG. 2A , output planetary  120  is a planetary device or planetary gear set that includes a sun gear  122 , a ring gear  124 , and a plurality of planetary gears  126 . The plurality of planetary gears  126  couple sun gear  122  to ring gear  124 , according to an exemplary embodiment. As shown in  FIG. 2A , a carrier  128  rotationally supports the plurality of planetary gears  126 . In one embodiment, second electromagnetic device  50  is directly coupled to sun gear  122  such that output planetary  120  is coupled to second electromagnetic device  50 . By way of example, second electromagnetic device  50  may include or be coupled to a shaft (e.g., a second shaft, an input shaft, an output shaft, etc.) directly coupled to sun gear  122 . Carrier  118  is directly coupled to carrier  128 , thereby coupling power split  110  to output planetary  120 , according to the exemplary embodiment shown in  FIG. 2A . In one embodiment, directly coupling carrier  118  to carrier  128  synchronizes the rotational speeds of carrier  118  and carrier  128 . 
     Carrier  118  is directly rotationally coupled to an output with a shaft, shown as output shaft  32 , according to the exemplary embodiment shown in  FIGS. 2A-2C . Output shaft  32  may be coupled to at least one of rear axle driveshaft  76  and front axle driveshaft  66 . By way of example, output shaft  32  may be coupled to a transfer case and/or rear axle driveshaft  76  where transmission  30  is installed in place of a traditional, mechanical, straight-thru transmission. In another embodiment, the output is a PTO output, and output shaft  32  is coupled thereto. A clutch assembly may be engaged and disengaged to selectively couple at least one of front axle driveshaft  66 , a transfer case, and rear axle driveshaft  76  to output shaft  32  of transmission  30  (e.g., to facilitate operation of a vehicle in a rear-wheel-drive mode, an all-wheel-drive mode, a four-wheel-drive mode, a front-wheel-drive mode, etc.). As shown in  FIG. 2A , the transmission  30  includes an auxiliary shaft, shown as jack shaft  34 . In some embodiments, jack shaft  34  is offset (e.g., radially offset) from first electromagnetic device  40 , second electromagnetic device  50 , power split  110 , and/or output planetary  120 . As shown in  FIG. 2A , transmission  30  includes a shaft, shown as connecting shaft  36 , directly coupled to engine  20 . According to an exemplary embodiment, connecting shaft  36  directly couples engine  20  to power split  110 . In one embodiment, connecting shaft  36  directly couples engine  20  with second rotatable portion  114  of power split  110 . According to an exemplary embodiment, power split  110  is at least one of directly coupled to and directly powers a power takeoff (“PTO”) (e.g., a live PTO, etc.). By way of example, second rotatable portion  114  and/or carrier  118  of power split  110  may be at least one of directly coupled to and directly power the PTO. 
     As shown in  FIG. 2A , transmission  30  includes a first clutch, shown as input coupled clutch  140 . Input coupled clutch  140  is positioned to selectively couple second electromagnetic device  50  with engine  20 , according to an exemplary embodiment. Input coupled clutch  140  may thereby selectively couple engine  20  to output planetary  120 . As shown in  FIG. 2A , connecting shaft  36  extends from engine  20 , through input coupled clutch  140  and second electromagnetic device  50 , and through output planetary  120  to power split  110 . Input coupled clutch  140  may selectively couple second electromagnetic device  50  with connecting shaft  36 . Accordingly, input coupled clutch  140  may selectively couple connecting shaft  36  to sun gear  122  of output planetary  120 . According to an exemplary embodiment, first electromagnetic device  40  and second electromagnetic device  50  (e.g., input/output shafts thereof, etc.) are aligned (e.g., radially aligned, etc.) with power split  110 , output planetary  120 , connecting shaft  36 , and/or output shaft  32  (e.g., axes of rotation of components thereof are aligned, centerlines thereof are aligned, to thereby form a straight-thru or inline transmission arrangement, etc.). 
     Jack shaft  34  is rotationally coupled to carrier  118  of power split  110  and thereby to output shaft  32 . According to the exemplary embodiment shown in  FIG. 2A , transmission  30  further includes a second clutch, shown as output coupled clutch  150 . Output coupled clutch  150  is positioned to selectively couple jack shaft  34  to ring gear  124  of output planetary  120 . In some embodiments, jack shaft  34  is rotationally coupled (e.g., selectively rotationally coupled, etc.) to one or more outputs, shown as PTO outputs  80  (e.g., to drive one or more hydraulic pumps, to power one or more hydraulic systems, to power one or more electrical power generation systems, to power one or more pneumatic systems, etc.). In other embodiments, the one or more outputs are used to power (e.g., drive, etc.) a vehicle with which transmission  30  is associated. 
     Transmission  30  may further include a third clutch, shown in  FIG. 2A  as secondary output clutch  42 . In other embodiments, secondary output clutch  42  is omitted. Secondary output clutch  42  is positioned to selectively couple first electromagnetic device  40  with an additional PTO output  80 , according to an exemplary embodiment. Like the PTO outputs  80  rotationally coupled to the jack shaft  34 , the PTO output  80  coupled to the secondary output clutch  42  may be configured to drive one or more hydraulic pumps, to power one or more hydraulic systems, to power one or more electrical power generation systems, to power one or more pneumatic systems, or to power another type of system. In other embodiments, the output is used to power (e.g., drive, etc.) a vehicle with which transmission  30  is associated. Secondary output clutch  42  may thereby selectively couple this PTO output  80  to first rotatable portion  112  of power split  110  when neutral clutch  22  is engaged. The PTO output  80  may be directly coupled to the secondary output clutch  42  (e.g., arranged concentrically or in line with the secondary output clutch  42  and the first electromagnetic device  40 , including gear teeth in meshing engagement with the secondary output clutch  42 , etc.) or indirectly coupled to the secondary output clutch  42  (e.g., using a gear train, using a pulley and belt arrangement, using a chain and sprocket arrangement, etc.). As shown in  FIG. 2A , output shaft  32  extends from power split  110 , through first electromagnetic device  40 , and out through secondary output clutch  42 . 
     In some embodiments, neutral clutch  22  is biased into an engaged position (e.g., with a spring, etc.) and selectively disengaged (e.g., with application of pressurized hydraulic fluid, etc.). In some embodiments, input coupled clutch  140  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In some embodiments, output coupled clutch  150  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In some embodiments, secondary output clutch  42  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In other embodiments, one or more of neutral clutch  22 , input coupled clutch  140 , output coupled clutch  150 , and secondary output clutch  42  are hydraulically-biased and spring released. 
     Referring again to the exemplary embodiment shown in  FIG. 2A , transmission  30  includes a brake, shown as output brake  170 . Output brake  170  is positioned to selectively inhibit the movement of at least a portion of output planetary  120  (e.g., ring gear  124 , etc.), according to an exemplary embodiment. In one embodiment, output brake  170  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In other embodiments, output brake  170  is hydraulically-biased and spring released. In still other embodiments, the components of transmission  30  are still otherwise engaged and disengaged (e.g., pneumatically, etc.). By way of example, output brake  170  and output coupled clutch  150  may be engaged simultaneously, providing a driveline brake such that rotational movement of at least one of output planetary  120  (e.g., ring gear  124 , etc.), power split  110  (e.g., carrier  118 , etc.), jack shaft  34 , and output shaft  32  are selectively limited. 
     As shown in  FIG. 2A , transmission  30  includes a gear set  180  that couples carrier  118  and carrier  128  to jack shaft  34 . In one embodiment, gear set  180  includes a first gear, shown as gear  182 , in meshing engagement with a second gear, shown as gear  184 . As shown in  FIG. 2A , gear  182  is rotatably coupled to carrier  118  and carrier  128 . By way of example, gear  182  may be fixed to a component (e.g., shaft, tube, etc.) that couples carrier  118  and carrier  128 . As shown in  FIG. 2A , gear  184  is rotatably coupled to jack shaft  34 . Byway of example, gear  184  may be fixed directly to the jack shaft  34 . 
     According to an exemplary embodiment, transmission  30  includes a gear set, shown as gear set  190 , that couples output planetary  120  to jack shaft  34 . As shown in  FIG. 2A , gear set  190  includes a first gear, shown as gear  192 , coupled to ring gear  124  of output planetary  120 . Gear  192  is in meshing engagement with a second gear, shown as gear  194 , according to an exemplary embodiment. As shown in  FIG. 2A , gear  194  is coupled to a third gear, shown as gear  196 . Gear  194  may reverse the rotation direction of an output provided by gear  192  (e.g., gear  194  may facilitate rotating jack shaft  34  in the same direction as that of gear  192 , etc.). In other embodiments, gear  192  is directly coupled with gear  196 . By way of example, gear set  190  may not include gear  194 , and gear  192  may be directly coupled to (e.g., in meshing engagement with, etc.) gear  196 . As shown in  FIG. 2A , output coupled clutch  150  is positioned to selectively couple gear  196  with output shaft  32  when engaged. With output coupled clutch  150  disengaged, relative movement (e.g., rotation, etc.) may occur between gear  196  and jack shaft  34 . By way of example, output coupled clutch  150  may be engaged to couple ring gear  124  to jack shaft  34 . Output brake  170  is positioned to selectively limit the movement of gear  192  when engaged to thereby also limit the movement of ring gear  124 , gear  194 , and gear  196 . 
     According to the exemplary embodiment shown in  FIG. 3 , a control system  200  for a vehicle (e.g., vehicle  10 , etc.) includes a controller  210 . In one embodiment, controller  210  is configured to selectively engage, selectively disengage, or otherwise communicate with components of the vehicle according to various modes of operation. As shown in  FIG. 3 , controller  210  is coupled to engine  20 . In one embodiment, controller  210  is configured to selectively engage engine  20  (e.g., interface with a throttle thereof, etc.) such that an output of engine  20  rotates at a target rate. Controller  210  is coupled to first electromagnetic device  40  and second electromagnetic device  50 , according to an exemplary embodiment, and may send and receive signals therewith. By way of example, controller  210  may send command signals relating to at least one of a target mode of operation, a target rotational speed, and a target rotation direction for first electromagnetic device  40  and second electromagnetic device  50 . As shown in  FIG. 3 , first electromagnetic device  40  and second electromagnetic device  50  are electrically coupled (e.g., by an electrical power transmission system, etc.). By way of example, power generated by first electromagnetic device  40  may be utilized by second electromagnetic device  50  (e.g., to provide an output torque as a motor, etc.), or power generated by second electromagnetic device  50  may be utilized by first electromagnetic device  40  (e.g., to provide an output torque as a motor, etc.). Controller  210  is configured to selectively engage and selectively disengage neutral clutch  22 , secondary output clutch  42 , input coupled clutch  140 , output coupled clutch  150 , and output brake  170  directly or by interacting with another component (e.g., a pump, a valve, a solenoid, a motor, etc.). 
     In some embodiments, controller  210  is configured to control variator adjustment mechanism  119  to selectively vary speed ratios between inputs to power split  110  and outputs from power split  110 . Controller  210  may control the variator adjustment mechanism  119  in response to a user input (e.g., through the user interface  220 ) or automatically (e.g., in response to a sensor input, according to a predefined actuation profile, etc.). Alternatively, variator adjustment mechanism  119  may operate independently such that controller  210  may be operatively decoupled from variator adjustment mechanism  119  (e.g., if variator adjustment mechanism  119  is controlled passively with a flyweight system). 
     According to an exemplary embodiment, the drive system  100  includes an energy storage device (e.g., a battery, etc.). In such embodiments, the battery may be charged and recharged by an electromagnetic device that is generating power. The battery may supply the electromagnetic device that is motoring the vehicle to at least one of propel the vehicle and operate a PTO output  80 . In some embodiments, the battery may always be utilized as part of the drive system  100 . In other embodiments, the battery may be used only when excess generated power must be stored or excess power is required to motor the vehicle. 
     According to alternative embodiments, drive system  100  may be configured to operate with first electromagnetic device  40  and second electromagnetic device  50 , and no additional sources of electrical power. Additional sources of electrical power include, for example, a battery and other energy storage devices. Without an energy storage device, first electromagnetic device  40  and second electromagnetic device  50  may operate in power balance. One of the electromagnetic devices may provide all of the electrical power required by the other electromagnetic device (as well as the electrical power required to offset power losses). First electromagnetic device  40  and second electromagnetic device  50  may operate without doing either of (a) providing electrical power to an energy storage device or (b) consuming electrical power from an energy storage device. Thus, the sum of the electrical power produced or consumed by first electromagnetic device  40 , the electrical power produced or consumed by second electromagnetic device  50 , and electrical power losses may be zero. According to the embodiment of  FIGS. 1-3 , two electromagnetic devices are shown. In other embodiments, the system includes three or more electromagnetic devices. 
     According to the exemplary embodiment shown in  FIG. 3 , control system  200  includes a user interface  220  that is coupled to controller  210 . In one embodiment, user interface  220  includes a display and an operator input. The display may be configured to display a graphical user interface, an image, an icon, or still other information. In one embodiment, the display includes a graphical user interface configured to provide general information about the vehicle (e.g., vehicle speed, fuel level, warning lights, etc.). The graphical user interface may be configured to also display a current mode of operation, various potential modes of operation, or still other information relating to transmission  30  and/or drive system  100 . By way of example, the graphical user interface may be configured to provide specific information regarding the operation of drive system  100  (e.g., whether neutral clutch  22 , secondary output clutch  42 , input coupled clutch  140 , output coupled clutch  150 , and/or output brake  170  are engaged or disengaged, a fault condition where at least one of neutral clutch  22 , secondary output clutch  42 , input coupled clutch  140 , output coupled clutch  150 , and/or output brake  170  fail to engage or disengage in response to a command signal, etc.). 
     The operator input may be used by an operator to provide commands to at least one of engine  20 , transmission  30 , first electromagnetic device  40 , second electromagnetic device  50 , and drive system  100  or still another component of the vehicle. The operator input may include one or more buttons, knobs, touchscreens, switches, levers, or handles. In one embodiment, an operator may press a button to change the mode of operation for at least one of transmission  30 , and drive system  100 , and the vehicle. The operator may be able to manually control some or all aspects of the operation of transmission  30  using the display and the operator input. It should be understood that any type of display or input controls may be implemented with the systems and methods described herein. 
     Controller  210  may be implemented as a general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital-signal-processor (DSP), circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. According to the exemplary embodiment shown in  FIG. 3 , controller  210  includes a processing circuit  212  and a memory  214 . Processing circuit  212  may include an ASIC, one or more FPGAs, a DSP, circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. In some embodiments, processing circuit  212  is configured to execute computer code stored in memory  214  to facilitate the activities described herein. Memory  214  may be any volatile or non-volatile computer-readable storage medium capable of storing data or computer code relating to the activities described herein. According to an exemplary embodiment, memory  214  includes computer code modules (e.g., executable code, object code, source code, script code, machine code, etc.) configured for execution by processing circuit  212 . Memory  214  includes various actuation profiles corresponding to modes of operation (e.g., for transmission  30 , for drive system  100 , for a vehicle, etc.), according to an exemplary embodiment. In some embodiments, controller  210  may represent a collection of processing devices (e.g., servers, data centers, etc.). In such cases, processing circuit  212  represents the collective processors of the devices, and memory  214  represents the collective storage devices of the devices. 
     Referring next to the exemplary embodiments shown in  FIGS. 4-13 , transmission  30  is configured to operate according to a plurality of modes of operation. Various modes of operation for transmission  30  are identified below in Table 1. In other embodiments, a vehicle having transmission  30  is configured to operate according to the various modes of operation shown in  FIGS. 4-13  and identified below in Table 1. 
     
       
         
           
               
               
               
               
               
               
             
               
                 TABLE 1 
               
               
                   
               
               
                   
                   
                 Output 
                   
                 Input 
                 Secondary 
               
               
                   
                 Neutral 
                 Coupled 
                 Output 
                 Coupled 
                 Output 
               
               
                 Mode of 
                 Clutch 
                 Clutch 
                 Brake 
                 Clutch 
                 Clutch 
               
               
                 Operation 
                 22 
                 150 
                 170 
                 140 
                 42 
               
               
                   
               
             
            
               
                 Mid Speed 
                 X 
                   
                 X 
                   
                   
               
               
                 Reverse 
               
               
                 Low Speed 
                 X 
                 X 
               
               
                 Reverse 
               
               
                 Power 
                 X 
                   
                   
                 X 
               
               
                 Generation 
               
               
                 Neutral/ 
                 X 
                 X 
                 X 
               
               
                 Vehicle Start 
               
               
                 Low Range 
                 X 
                 X 
               
               
                 Mid Range 
                 X 
                   
                 X 
               
               
                 Shift 
                 X 
                   
                 X 
                 X 
               
               
                 High Range 
                 X 
                   
                   
                 X 
               
               
                 Electric PTO 
                   
                   
                   
                   
                 X 
               
               
                   
               
            
           
         
       
     
     As shown in Table 1, an “X” represents a component of drive system  100  (e.g., output brake  170 , input coupled clutch  140 , etc.) that is engaged or closed during the respective modes of operation. 
     In each of the modes shown in  FIGS. 4-12 , neutral clutch  22  is engaged. When engaged, neutral clutch  22  couples first electromagnetic device  40  to first rotatable portion  112 . When disengaged, neutral clutch  22  decouples first electromagnetic device  40  from first rotatable portion  112 . Accordingly, neutral clutch  22  may be used to isolate first electromagnetic device  40 , secondary output clutch  42 , and the PTO output  80  coupled to secondary output clutch  42  from transmission  30 . With neutral clutch  22  disengaged, first electromagnetic device  40  may be used to drive the PTO output  80  coupled to the secondary output clutch  42  independent of engine  20  (e.g., without engine  20  running) and transmission  30  (e.g., without moving first rotatable portion  112 ). 
     As shown in  FIGS. 4 and 5 , transmission  30  is selectively reconfigured into neutral/startup modes. The neutral/startup mode may provide a true neutral for transmission  30 . In one embodiment, at least one of first electromagnetic device  40  and second electromagnetic device  50  include and/or are coupled to an energy storage device (e.g., a capacitor, a battery, etc.) configured to store energy (e.g., electrical energy, chemical energy, etc.) associated with drive system  100 . In one embodiment, rotation of first electromagnetic device  40  rotates connecting shaft  36  to start engine  20  (e.g., with neutral clutch  22 , output coupled clutch  150 , and output brake  170  engaged, etc.). In another embodiment, rotation of second electromagnetic device  50  rotates connecting shaft  36  to start engine  20  (e.g., with neutral clutch  22  and input coupled clutch  140  engaged, etc.). First electromagnetic device  40  or second electromagnetic device  50  may be configured to use the stored energy to start engine  20  by providing a rotational mechanical energy input (e.g., a torque, etc.) to engine  20  through connecting shaft  36 . 
     In an alternative embodiment, engine  20  includes a traditional starting mechanism (e.g., a starter motor, etc.) configured to start engine  20  (e.g., in response to a vehicle start request, in response to an engine start request, etc.). The vehicle start request and/or the engine start request may include a directive to turn the engine “on” from an “off” state. The vehicle may include at least one of a pushbutton, a graphical user interface, an ignition, and another device with which a user interacts to provide or trigger the vehicle start request and/or the engine start request. Engine  20  may provide a rotational mechanical energy input to at least one of first electromagnetic device  40  and/or second electromagnetic device  50 . First electromagnetic device  40  and second electromagnetic device  50  may be brought up to a threshold (e.g., a threshold speed, a threshold speed for a target period of time, a threshold power generation, a threshold power generation for a target period of time, etc.) that establishes a requisite DC bus voltage for controlling first electromagnetic device  40  and/or second electromagnetic device  50 . Both first electromagnetic device  40  and second electromagnetic device  50  may thereafter be activated and controlled within and/or to desired states. The power electronics of control system  200  that control the motor-to-motor functions may be brought online during the neutral/startup mode. 
     As shown in  FIG. 4  and Table 1, neutral clutch  22 , output coupled clutch  150 , and output brake  170  are engaged when transmission  30  is configured in the neutral/startup mode. According to an exemplary embodiment, engaging neutral clutch  22 , output brake  170 , and output coupled clutch  150  selectively limits the rotational movement of portions of both power split  110  and output planetary  120 . By way of example, engaging output brake  170  may inhibit the rotational movement of ring gear  124 , gear  192 , gear  194 , and gear  196  such that each remains rotationally fixed. Engaging output coupled clutch  150  may inhibit rotational movement of jack shaft  34  such that jack shaft  34  remains rotationally fixed (e.g., since gear  196  is fixed and output coupled clutch  150  is engaged, etc.). With jack shaft  34  rotationally fixed, gear set  180  and carrier  118  become rotationally fixed, thereby isolating output shaft  32  from engine  20 , first electromagnetic device  40 , and second electromagnetic device  50  in the neutral/startup mode. Such isolation may substantially eliminate a forward lurch potential of the vehicle during startup (e.g., transmission  30  does not provide an output torque to tires  62  and/or tires  72 , etc.). Alternatively, as shown in  FIG. 5 , output coupled clutch  150  may be disengaged (e.g., before startup, during startup, after startup, etc.). However, disengaging output coupled clutch  150  may not prevent rotation of the jack shaft  34  and thereby output shaft  32 . 
     According to an exemplary embodiment, an energy flow path in the neutral/startup mode includes: first electromagnetic device  40  providing a rotational mechanical energy input to first rotatable portion  112  through neutral clutch  22  that is received by the connecting members  116 ; connecting members  116  rotating about central axes thereof (e.g., axes  117 ) (e.g., connecting members  116  may not rotate about first rotatable portion  112  because carrier  118  may be rotationally fixed, etc.); the connecting members  116  conveying the rotational mechanical energy to second rotatable portion  114 ; second rotatable portion  114  transferring the rotational mechanical energy to the engine  20  through the connecting shaft  36  such that the rotational mechanical energy provided by first electromagnetic device  40  starts engine  20 . 
     An alternative energy flow path in the neutral/startup mode may include starting engine  20  with a traditional starting mechanism, engine  20  providing a rotational mechanical energy input to second rotatable portion  114  that is received by connecting members  116 ; connecting members  116  rotating about central axes thereof (e.g., axes  117 ) (e.g., connecting members may or may not rotate about first rotatable portion  112  because carrier  118  may or may not be rotationally fixed, etc.); connecting members  116  conveying the rotational mechanical energy to first rotatable portion  112 ; and first rotatable portion  112  conveying the rotational mechanical energy to first electromagnetic device  40  through neutral clutch  22  to bring first electromagnetic device  40  up to the threshold for establishing a requisite DC bus voltage and controlling first electromagnetic device  40  and/or second electromagnetic device  50  in a desired state. By way of example, the neutral/startup mode may be used to start engine  20 , establish a requisite DC bus voltage, or otherwise export power without relying on controller  210  to engage first electromagnetic device  40  and/or second electromagnetic device  50 . Transmission  30  may provide increased export power potential relative to traditional transmission systems. 
     As shown in  FIG. 6 , transmission  30  is selectively reconfigured into a low range mode of operation such that transmission  30  allows for a low output speed operation with a high output torque (e.g., in a forward direction of travel, etc.). The low range mode increases a vehicle&#39;s gradability (e.g., facilitates the vehicle maintaining speed on a grade, etc.). In one embodiment, engine  20  provides a rotational mechanical energy input to transmission  30  such that first electromagnetic device  40  generates electrical power and second electromagnetic device  50  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  20  and second electromagnetic device  50  provide a rotational mechanical energy input to drive at least one of tires  62  and tires  72 . In an alternative embodiment, first electromagnetic device  40  operates as a motor and second electromagnetic device  50  operates as a generator when transmission  30  is configured in the low range forward mode. In still another alternative embodiment, both first electromagnetic device  40  and second electromagnetic device  50  operate as a generator in the low range forward mode. In yet another embodiment, transmission  30  is not selectively reconfigurable into the low range mode of operation. In one such embodiment, transmission  30  does not include jack shaft  34 , does not include gear set  190  (e.g., gear  192 , gear  194 , gear  196 , etc.), and does not include output coupled clutch  150 . Transmission  30  may additionally or alternatively not include gear set  180  in embodiments where transmission  30  is not selectively reconfigurable into the low range mode of operation. 
     As shown in  FIG. 6  and Table 1, neutral clutch  22  and output coupled clutch  150  are engaged when transmission  30  is configured in the low range mode. As shown in  FIG. 6 , output coupled clutch  150  couples gear set  190  to jack shaft  34 . Accordingly, when engine  20  provides a rotational mechanical energy input to transmission  30 , at least one of engine  20  and second electromagnetic device  50  drive output shaft  32  through the interaction of connecting shaft  36  and jack shaft  34  with power split  110 , respectively. According to the exemplary embodiment shown in  FIG. 6 , an energy flow path for the low range includes: engine  20  providing a rotational mechanical energy input to connecting shaft  36 ; connecting shaft  36  conveying the rotational mechanical energy to second rotatable portion  114 ; second rotatable portion  114  causing connecting members  116  to rotate about central axes thereof (e.g., axes  117 ), as well as about first rotatable portion  112  such that carrier  118  and output shaft  32  rotate; and the rotation of connecting members  116  about a central axis causing a rotation of first rotatable portion  112 , thus driving first electromagnetic device  40  through neutral clutch  22  such that first electromagnetic device  40  operates as a generator (e.g., generates electrical energy, etc.). 
     Referring still to  FIG. 6 , the rotation of carrier  118  drives both carrier  128  and gear set  180 . Carrier  128  drives the plurality of planetary gears  126  to rotate about sun gear  122  and about central axes thereof. In one embodiment, second electromagnetic device  50  receives electrical energy generated by first electromagnetic device  40 . Accordingly, second electromagnetic device  50  operates as a motor, providing a rotational mechanical energy input to sun gear  122 . The sun gear  122  conveys the rotational mechanical energy to the plurality of planetary gears  126  such that each further rotates about the central axis thereof. The plurality of planetary gears  126  drive ring gear  124 , and the rotation of ring gear  124  drives gear set  190 . According to the exemplary embodiment shown in  FIG. 6 , gear set  180  and gear set  190  transfer a torque to and from jack shaft  34  with output coupled clutch  150  engaged. As such, engine  20  and second electromagnetic device  50  move a vehicle at a low speed with a high output torque. 
     As shown in  FIG. 7 , transmission  30  is selectively reconfigured into a mid range mode of operation. In the mid range mode of operation, transmission  30  may facilitate a mid range output speed operation (e.g., in a forward direction of travel, etc.). The speed range associated with the mid range mode of operation may be larger than that of traditional transmissions (i.e., transmission  30  may provide increased coverage in the mid range, etc.). The mid range mode may improve low output speed torque and high output speed power. In one embodiment, engine  20  provides a rotational mechanical energy input such that first electromagnetic device  40  generates electrical power, and second electromagnetic device  50  uses the generated electrical power to provide a rotational mechanical energy output. Second electromagnetic device  50  thereby provides a rotational mechanical energy input to drive at least one of tires  62  and tires  72 . In an alternative embodiment, second electromagnetic device  50  operates as a generator while first electromagnetic device  40  operates as a motor when transmission  30  is configured in the mid range mode. In still another alternative embodiment, both first electromagnetic device  40  and second electromagnetic device  50  operate as a generator in the mid range mode. 
     As shown in  FIG. 7  and Table 1, neutral clutch  22  and output brake  170  are engaged when transmission  30  is configured in the mid range mode. As shown in  FIG. 7 , output brake  170  inhibits the rotation of gear set  190  (e.g., gear  192 , gear  194 , gear  196 , etc.). Output brake  170  thereby rotationally fixes ring gear  124 . In one embodiment, engaging output brake  170  substantially eliminates a power dip between output and input modes of transmission  30 . According to the exemplary embodiment shown in  FIG. 7 , an energy flow path for the mid range forward mode includes: engine  20  providing a rotational mechanical energy input to connecting shaft  36  that is conveyed to second rotatable portion  114 ; second rotatable portion  114  driving connecting members  116  to rotate about central axes thereof (e.g., axes  117 ), as well as about first rotatable portion  112  such that both carrier  118  and first rotatable portion  112  rotate; and the rotation of carrier  118  driving the output shaft  32 . 
     With ring gear  124  fixed by output brake  170 , second electromagnetic device  50  may operate as a motor. In one embodiment, second electromagnetic device  50  receives electrical energy generated by first electromagnetic device  40 . First electromagnetic device  40  operates as a generator, removing a rotational mechanical energy from first rotatable portion  112  through neutral clutch  22 . The sun gear  122  conveys rotational mechanical torque from the second electromagnetic device  50  to the plurality of planetary gears  126  such that each further rotates about sun gear  122  (e.g., at an increased rotational speed, etc.). The rotation of the plurality of planetary gears  126  (e.g., effected by sun gear  122 , etc.) drives carrier  128  and thereby carrier  118 . Carrier  118  drives output shaft  32  at a mid range output speed and may thereby drive a vehicle at a mid range output speed. 
     As shown in  FIG. 8 , transmission  30  is selectively reconfigured into a high range mode of operation such that transmission  30  allows for a high output speed operation (e.g., in a forward direction of travel, etc.). In one embodiment, engine  20  provides a rotational mechanical energy input such that second electromagnetic device  50  generates electrical power while first electromagnetic device  40  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  20  and first electromagnetic device  40  provide rotational mechanical energy to drive at least one of tires  62  and tires  72 . In an alternative embodiment, first electromagnetic device  40  operates as a generator and second electromagnetic device  50  operates as a motor when transmission  30  is configured in the high range mode. 
     As shown in  FIG. 8  and Table 1, neutral clutch  22  and input coupled clutch  140  are engaged when transmission  30  is configured in the high range mode. As shown in  FIG. 8 , the engagement of input coupled clutch  140  with connecting shaft  36  rotationally couples engine  20  and second electromagnetic device  50 . By way of example, engine  20  may provide a rotational mechanical energy input to connecting shaft  36  such that second electromagnetic device  50  generates electrical energy. In one embodiment, first electromagnetic device  40  receives the electrical energy generated by second electromagnetic device  50 . First electromagnetic device  40  operates as a motor, providing a rotational mechanical energy input to first rotatable portion  112  through neutral clutch  22  that drives connecting members  116  and carrier  118 . 
     Referring still to  FIG. 8 , power from engine  20  is transferred to second rotatable portion  114  and connecting members  116 . The connecting members  116  are driven by at least one of engine  20  (e.g., via second rotatable portion  114 , etc.) and first electromagnetic device  40  (e.g., via first rotatable portion  112 , etc.). Carrier  118  rotates, which drives output shaft  32  such that the rotational mechanical energy provided by engine  20  and first electromagnetic device  40  drives a vehicle at a high range speed. 
     As shown in  FIG. 9 , transmission  30  is selectively reconfigured into an intermediate shift mode of operation that facilitates transitioning transmission  30  (i.e., shifting, changing modes, etc.) between the mid range mode of operation and the high range mode of operation. According to the embodiment shown in  FIG. 9 , neutral clutch  22 , input coupled clutch  140 , and output brake  170  are engaged when transmission  30  is selectively reconfigured into the intermediate shift mode of operation. According to an exemplary embodiment, the intermediate shift mode provides a smooth and robust shifting strategy that functions reliably even in a wide variety of operating conditions, when using various types of oil for the components of transmission  30 , and when experiencing valve nonlinearities that may be present in one or more valves of transmission  30 . The intermediate shift mode may provide a zero inertia shift through and across two or more overlapping ranges (e.g., the mid range and the high range, etc.). According to the exemplary embodiment shown in  FIGS. 7-9 , the intermediate shift mode eliminates the need to simultaneously disengage output brake  170  and engage input coupled clutch  140  to shift from the mid range mode to the high range mode, or vice versa. The intermediate shift mode reduces jerking sensations associated with simultaneously disengaging output brake  170  and engaging input coupled clutch  140  to shift from mid range to high range, providing a smoother ride. 
     During operation, the intermediate shift mode may be used to shift from mid range mode to high range mode or from high range mode to mid range mode. In one embodiment, when shifting between the mid range mode and the high range mode, both input coupled clutch  140  and output brake  170  are engaged for a period of time prior to disengaging input coupled clutch  140  or output brake  170 . Transmission  30  may be selectively reconfigured into the intermediate shift mode in response to one or more inputs reaching a predetermined threshold condition, the inputs including a rotational speed of second electromagnetic device  50  and a rotational speed of connecting shaft  36  and/or engine  20 . One or more sensors may be positioned to monitor the rotational speed of at least one of engine  20 , connecting shaft  36 , a portion of second electromagnetic device  50 , or still another component. A controller (e.g., controller  210 , etc.) may reconfigure transmission  30  into the intermediate shift mode in response to sensing signals provided by the one or more sensors. 
     As shown in  FIG. 10 , transmission  30  is selectively reconfigured into a low speed reverse mode of operation. In one embodiment, engine  20  provides a rotational mechanical energy input to transmission  30  such that first electromagnetic device  40  generates electrical power and second electromagnetic device  50  uses the generated electrical power to provide a rotational mechanical energy input to transmission  30 . As such, at least one of engine  20  and second electromagnetic device  50  provide rotational mechanical energy to drive at least one of tires  62  and tires  72  in a reverse direction (e.g., backwards, etc.). In an alternative embodiment, first electromagnetic device  40  operates as a motor and second electromagnetic device  50  operates as a generator when transmission  30  is configured in the low range reverse mode. 
     As shown in  FIG. 10  and Table 1, neutral clutch  22  and output coupled clutch  150  are engaged when transmission  30  is configured in the low speed reverse mode. As shown in  FIG. 10 , the low speed reverse mode is substantially similar to the low range mode of  FIG. 6  in that output coupled clutch  150  couples gear set  190  to output shaft  32 . In the low speed reverse mode, second electromagnetic device  50  may provide a rotational mechanical energy input to transmission  30  in an opposite direction as compared to the low range mode of  FIG. 6 . 
     As shown in  FIG. 11 , transmission  30  is selectively reconfigured into a mid speed reverse mode of operation such that transmission  30  allows for a mid reverse output speed operation. In one embodiment, engine  20  provides a rotational mechanical energy input such that first electromagnetic device  40  generates electrical power, and second electromagnetic device  50  uses the generated electrical power to provide a rotational mechanical energy input to transmission  30 . As such, at least one of engine  20  and second electromagnetic device  50  provides a rotational mechanical energy input to drive at least one of tires  62  and tires  72  in a reverse direction (e.g., backwards). In an alternative embodiment, second electromagnetic device  50  operates as a generator and first electromagnetic device  40  operates as a motor when transmission  30  is configured in the mid speed reverse mode. In still another alternative embodiment, both first electromagnetic device  40  and second electromagnetic device  50  operate as a generator in the mid speed reverse mode. 
     As shown in  FIG. 11  and Table 1, neutral clutch  22  and output brake  170  are engaged when transmission  30  is configured in the mid speed reverse mode. As shown in  FIG. 11 , output brake  170  inhibits the rotation of gear set  190  (e.g., gear  192 , gear  194 , gear  196 , etc.). Output brake  170  thereby rotationally fixes ring gear  124 . According to the exemplary embodiment shown in  FIG. 11 , an energy flow path for the mid speed reverse mode includes: engine  20  providing a rotational mechanical energy input to connecting shaft  36  that is conveyed to second rotatable portion  114 ; and second rotatable portion  114  driving connecting members  116  to rotate about central axes thereof (e.g., axes  117 ), as well as about first rotatable portion  112  such that both carrier  118  and first rotatable portion  112  rotate. 
     Referring still to  FIG. 11 , the rotation of carrier  118  drives carrier  128 , which rotates the plurality of planetary gears  126  about central axes thereof, as well as about sun gear  122 . With ring gear  124  fixed by output brake  170 , second electromagnetic device  50  may operate as a motor. In one embodiment, second electromagnetic device  50  receives electrical energy generated by first electromagnetic device  40 . Accordingly, first electromagnetic device  40  operates as a generator, removing a rotational mechanical energy from first rotatable portion  112  through neutral clutch  22 . Second electromagnetic device  50  receives electrical energy from first electromagnetic device  40 , applying a rotational mechanical torque to sun gear  122 . The sun gear  122  conveys the rotational mechanical torque to the plurality of planetary gears  126  such that each further rotates about sun gear  122  (e.g., at an increased rotational speed, etc.). The rotation of the plurality of planetary gears  126  (e.g., effected by sun gear  122 , etc.) drives carrier  128  and thereby carrier  118 . Carrier  118  drives output shaft  32  at amid reverse output speed and may thereby drive a vehicle at a mid reverse output speed. 
     As shown in  FIG. 12 , transmission  30  is selectively reconfigured into a power generation mode such that rotation of connecting shaft  36  rotates first electromagnetic device  40  and second electromagnetic device  50  to generate electrical power. In one embodiment, the electrical power is stored for future use. In another embodiment, the electrical power is used to power internal devices (e.g., control system  200 , components of the vehicle, etc.) and/or external devices. As shown in  FIG. 12  and Table 1, neutral clutch  22  and input coupled clutch  140  are engaged when transmission  30  is configured in the power generation mode. 
     According to an exemplary embodiment, engine  20  provides a rotational mechanical energy input to connecting shaft  36 , which drives both first electromagnetic device  40  and second electromagnetic device  50 . As shown in  FIG. 12 , second electromagnetic device  50  is rotationally coupled to engine  20  via the engagement of input coupled clutch  140  with connecting shaft  36  such that second electromagnetic device  50  generates electrical power. According to the exemplary embodiment shown in  FIG. 12 , an energy flow path for the power generation mode includes: connecting shaft  36  provides rotational mechanical energy to second rotatable portion  114  of power split  110 ; second rotatable portion  114  conveys the rotational mechanical energy from connecting shaft  36  to connecting members  116 ; the connecting members  116  rotate about central axes thereof (e.g., axes  117 ), thereby transferring rotational mechanical energy to first rotatable portion  112 ; first rotatable portion  112  provides the rotational mechanical energy from engine  20  to first electromagnetic device  40  through the shaft of first electromagnetic device  40  and neutral clutch  22  such that first electromagnetic device  40  generates electrical power. In some embodiments, a brake is applied to front axle  60  and/or rear axle  70  to prevent movement of the vehicle  10  in the power generation mode. 
     According to an alternative embodiment, engine  20  does not provide a rotational mechanical energy input to drive a vehicle. By way of example, first electromagnetic device  40 , second electromagnetic device  50 , and/or another device may store energy during the above mentioned modes of operation. When sufficient energy is stored (e.g., above a threshold level, etc.), at least one of first electromagnetic device  40  and second electromagnetic device  50  may provide a rotational mechanical energy output such that the vehicle is driven without an input from engine  20  (e.g., an electric mode, etc.). 
     As shown in  FIG. 13 , transmission  30  is selectively reconfigured into an electric PTO mode of operation such that first electromagnetic device  40  allows for operation of the PTO output  80  coupled to the secondary output clutch  42  without operation of engine  20  or transmission  30 . The electric PTO mode may be more efficient than other modes of operation that drive the PTO outputs  80  through the jack shaft  34 , as no energy is expended moving components of engine  20  or transmission  30  in the electric PTO mode. Further, without engine  20  and transmission  30  operating, the vehicle may operate more quietly overall (e.g., without engine noise, without noises generated by movement of gears in transmission  30 , etc.). In one embodiment, first electromagnetic device uses electrical energy from an energy storage device (e.g., a battery, a capacitor, etc.) and provides a rotational mechanical energy input to drive PTO output  80 . In such embodiments, the electric PTO mode facilitates driving the PTO output  80  without consuming fuel (e.g., as operation of engine  20  is not required). 
     As shown in  FIG. 13  and Table 1, neutral clutch  22  is disengaged and secondary output clutch  42  is engaged when transmission  30  is configured in the electric PTO mode. As shown in  FIG. 13 , secondary output clutch  42  couples the shaft of first electromagnetic device  40  to PTO output  80  when engaged. With neutral clutch  22  disengaged, first electromagnetic device  40  and PTO output  80  are rotationally decoupled from transmission  30  and thereby may rotate independently of both engine  20  and transmission  30 . Accordingly, with only secondary output clutch  42  engaged, energy flows directly from first electromagnetic device  40  to PTO output  80 . 
     Second Configuration 
     According to an exemplary embodiment, a multi-mode inline electromechanical variable transmission is provided as part of a vehicle and is selectively reconfigurable between a plurality of operating modes. The vehicle may also include an engine and one or more tractive elements (e.g., wheel and tire assemblies, etc.). The multi-mode inline electromechanical variable transmission may include a first electromagnetic device and a second electromagnetic device. In one embodiment, at least one of the first electromagnetic device and the second electromagnetic device provides rotational mechanical energy to start the engine. In another embodiment, the engine provides a rotational mechanical energy input to both the first and second electromagnetic devices such that each operates as a generator to generate electrical energy. In still other embodiments, one of the first electromagnetic device and the second electromagnetic device are configured to receive a rotational mechanical energy output from the engine and provide an electrical energy output to power a control system and/or the other electromagnetic device. According to an exemplary embodiment, the multi-mode inline electromechanical variable transmission has a compact design that facilitates direct replacement of traditional inline transmissions (e.g., mechanical transmissions, transmissions without electromagnetic devices, etc.) used in front engine applications. Thus, the multi-mode inline electromechanical variable transmission may be installed during a new vehicle construction or installed to replace a conventional transmission of a front engine vehicle (e.g., as opposed to replacing a traditional midship transfer case, etc.). The multi-mode inline electromechanical variable transmission may additionally or alternatively be installed as part of a rear-engine vehicle (e.g., a bus, etc.). 
     According to the exemplary embodiment shown in  FIGS. 14-15 , a vehicle  1010  includes an engine  1020  coupled to a transmission, shown as transmission  1030 . In one embodiment, engine  1020  is configured to combust fuel and provide a mechanical energy input to transmission  1030 . By way of example, engine  1020  may be configured to provide a rotational mechanical energy input to transmission  1030 . As shown in  FIGS. 14-15 , transmission  1030  includes a first electrical machine, electromagnetic device, and/or motor/generator, shown as first electromagnetic device  1040 , and a second electrical machine, electromagnetic device, and/or motor/generator, shown as second electromagnetic device  1050 . According to an exemplary embodiment, vehicle  1010  is configured as a rear engine vehicle and transmission  1030  is configured as a multi-mode inline electromechanical transmission. In other embodiments, vehicle  1010  is configured as a mid-engine vehicle or a front engine vehicle. 
     Referring again to the exemplary embodiment shown in  FIG. 14 , vehicle  1010  includes a front axle, shown as front axle  1060 , and a rear axle, shown as rear axle  1070 . As shown in  FIG. 14 , front axle  1060  includes a pair of tractive elements, shown as tires  1062 , coupled to a front differential, shown as front differential  1064 . Rear axle  1070  includes a pair of tractive elements, shown as tires  1072 , coupled to a rear differential, shown as rear differential  1074 , according to an exemplary embodiment. According to the exemplary embodiment shown in  FIG. 14 , front differential  1064  is coupled to transmission  1030  with a front axle driveshaft  1066 , and rear differential  1074  is coupled to transmission  1030  with a rear axle driveshaft  1076 . While shown as coupled to tires  1062  and tires  1072 , front differential  1064  and rear differential  1074  may be coupled to various other types of tractive elements (e.g., tracks, etc.), according to alternative embodiments. As shown in  FIG. 14 , front axle driveshaft  1066  and rear axle driveshaft  1076  are configured to transport power from first electromagnetic device  1040 , second electromagnetic device  1050 , and engine  1020  to tires  1062  and tires  1072 , respectively. Vehicle  1010  may include a plurality of front differentials  1064  that may be coupled and/or a plurality of rear differentials  1074  that may be coupled, according to various alternative embodiments. In some embodiments, transmission  1030  is selectively coupled (e.g., via a clutch mechanism, coupling mechanism, etc.) to at least one of the front axle driveshaft  1066  and the rear axle driveshaft  1076  (e.g., to reconfigure vehicle  1010  into a front-wheel-drive configuration, a rear-wheel-drive configuration, an all-wheel-drive configuration, a four-wheel-drive configuration, etc.). 
     Engine  1020  may be any source of rotational mechanical energy that is derived from a stored energy source. The stored energy source is disposed onboard vehicle  1010 , according to an exemplary embodiment. The stored energy source may include a liquid fuel or a gaseous fuel, among other alternatives. In one embodiment, engine  1020  includes an internal combustion engine configured to be powered by at least one of gasoline, natural gas, and diesel fuel. According to various alternative embodiments, engine  1020  includes at least one of a turbine, a fuel cell, and an electric motor, or still another device. According to one exemplary embodiment, engine  1020  includes a twelve liter diesel engine capable of providing between approximately 400 horsepower and approximately 600 horsepower and between approximately 400 foot pounds of torque and approximately 2000 foot pounds of torque. In one embodiment, engine  1020  has a rotational speed (e.g., a rotational operational range, etc.) of between 0 and 2,100 revolutions per minute. Engine  1020  may be operated at a relatively constant speed (e.g., 1,600 revolutions per minute, etc.). In one embodiment, the relatively constant speed is selected based on an operating condition of engine  1020  (e.g., an operating speed relating to a point of increased fuel efficiency, etc.). 
     In one embodiment, at least one of first electromagnetic device  1040  and second electromagnetic device  1050  provide a mechanical energy input to another portion of transmission  1030 . By way of example, at least one of first electromagnetic device  1040  and second electromagnetic device  1050  may be configured to provide a rotational mechanical energy input to another portion of transmission  1030  (i.e., at least one of first electromagnetic device  1040  and second electromagnetic device  1050  may operate as a motor, etc.). At least one of first electromagnetic device  1040  and second electromagnetic device  1050  may receive a mechanical energy output from at least one of engine  1020  and another portion of transmission  1030 . By way of example, at least one of first electromagnetic device  1040  and second electromagnetic device  1050  may be configured to receive a rotational mechanical energy output from at least one of engine  1020  and another portion of transmission  1030  and provide an electrical energy output (i.e., at least one of first electromagnetic device  1040  and second electromagnetic device  1050  may operate as a generator, etc.). According to an exemplary embodiment, first electromagnetic device  1040  and second electromagnetic device  1050  are capable of both providing mechanical energy and converting a mechanical energy input into an electrical energy output (i.e., selectively operate as a motor and a generator, etc.). The operational condition of first electromagnetic device  1040  and second electromagnetic device  1050  (e.g., as a motor, as a generator, etc.) may vary based on a mode of operation associated with transmission  1030 . 
     According to the exemplary embodiment shown in  FIG. 15 , a drive system for a vehicle, shown as drive system  1100 , includes engine  1020 , transmission  1030 , first electromagnetic device  1040 , and second electromagnetic device  1050 . Transmission  1030  may include first electromagnetic device  1040  and second electromagnetic device  1050 . As shown in  FIG. 15 , transmission  1030  includes a first power transmission device or gear set, shown as power split planetary  1110 , and a second power transmission device or gear set, shown as output planetary  1120 . In one embodiment, power split planetary  1110  and output planetary  1120  are positioned outside of (e.g., on either side of, sandwiching, not between, etc.) first electromagnetic device  1040  and second electromagnetic device  1050 . As shown in  FIG. 15 , one or both of power split planetary  1110  and output planetary  1120  are disposed between (e.g., sandwiched by, etc.) first electromagnetic device  1040  and second electromagnetic device  1050 . 
     Referring to the exemplary embodiment shown in  FIG. 15 , power split planetary  1110  is a planetary gear set that includes a sun gear  1112 , a ring gear  1114 , and a plurality of planetary gears  1116 . The plurality of planetary gears  1116  couple sun gear  1112  to ring gear  1114 , according to an exemplary embodiment. As shown in  FIG. 15 , a carrier  1118  rotationally supports the plurality of planetary gears  1116 . In one embodiment, first electromagnetic device  1040  is directly coupled to sun gear  1112  such that power split planetary  1110  is coupled to first electromagnetic device  1040 . By way of example, first electromagnetic device  1040  may include or be coupled to a shaft (e.g., a first shaft, an input shaft, an output shaft, etc.) directly coupled to sun gear  1112 . 
     Referring still to the exemplary embodiment shown in  FIG. 15 , output planetary  1120  is a planetary gear set that includes a sun gear  1122 , a ring gear  1124 , and a plurality of planetary gears  1126 . The plurality of planetary gears  1126  couple sun gear  1122  to ring gear  1124 , according to an exemplary embodiment. As shown in  FIG. 15 , a carrier  1128  rotationally supports the plurality of planetary gears  1126 . In one embodiment, second electromagnetic device  1050  is directly coupled to sun gear  1122  such that output planetary  1120  is coupled to second electromagnetic device  1050 . By way of example, second electromagnetic device  1050  may include or be coupled to a shaft (e.g., a second shaft, an input shaft, an output shaft, etc.) directly coupled to sun gear  1122 . Carrier  1118  is directly coupled to carrier  1128 , thereby coupling power split planetary  1110  to output planetary  1120 , according to the exemplary embodiment shown in  FIG. 15 . In one embodiment, directly coupling carrier  1118  to carrier  1128  synchronizes the rotational speeds of carrier  1118  and carrier  1128 . 
     Carrier  1118  is directly rotationally coupled to an output with a shaft, shown as output shaft  1032 , according to the exemplary embodiment shown in  FIG. 15 . Output shaft  1032  may be coupled to at least one of rear axle driveshaft  1076  and front axle driveshaft  1066 . By way of example, output shaft  1032  may be coupled to a transfer case and/or rear axle driveshaft  1076  where transmission  1030  is installed in place of a traditional, mechanical, straight-thru transmission. In another embodiment, the output is a PTO output, and output shaft  1032  is coupled thereto. A clutch assembly may be engaged and disengaged to selectively couple at least one of front axle driveshaft  1066 , a transfer case, and rear axle driveshaft  1076  to output shaft  1032  of transmission  1030  (e.g., to facilitate operation of a vehicle in a rear-wheel-drive mode, an all-wheel-drive mode, a four-wheel-drive mode, a front-wheel-drive mode, etc.). As shown in  FIG. 15 , the transmission  1030  includes an auxiliary shaft, shown as jack shaft  1034 . In some embodiments, jack shaft  1034  is offset (e.g., radially offset) from first electromagnetic device  1040 , second electromagnetic device  1050 , power split planetary  1110 , and/or output planetary  1120 . As shown in  FIG. 15 , transmission  1030  includes a shaft, shown as connecting shaft  1036 . A clutch, shown as neutral clutch  1022  is positioned to selectively couple engine  1020  to connecting shaft  1036 . Neutral clutch  1022  may be a component of engine  1020  or transmission  1030  or a separate component. According to an exemplary embodiment, neutral clutch  1022  and connecting shaft  1036  directly couple engine  1020  to power split planetary  1110 . In one embodiment, neutral clutch  1022  and connecting shaft  1036  directly couple engine  1020  with ring gear  1114  of power split planetary  1110 . According to an exemplary embodiment, power split planetary  1110  is at least one of directly coupled to and directly powers a power takeoff (“PTO”) (e.g., a live PTO, etc.). By way of example, ring gear  1114  and/or carrier  1118  of power split planetary  1110  may be at least one of directly coupled to and directly power the PTO. According to an alternative embodiment, neutral clutch  1022  is omitted, and connecting shaft  1036  is directly coupled to engine  1020 . 
     As shown in  FIG. 15 , transmission  1030  includes a first clutch, shown as input coupled clutch  1140 . Input coupled clutch  1140  is positioned to selectively couple second electromagnetic device  1050  with engine  1020 , according to an exemplary embodiment. Input coupled clutch  1140  may thereby selectively couple engine  1020  to output planetary  1120 . As shown in  FIG. 15 , connecting shaft  1036  extends from neutral clutch  1022 , through input coupled clutch  1140  and second electromagnetic device  1050 , and through output planetary  1120  to power split planetary  1110 . Input coupled clutch  1140  may selectively couple second electromagnetic device  1050  with connecting shaft  1036 . Accordingly, input coupled clutch  1140  may selectively couple connecting shaft  1036  to sun gear  1122  of output planetary  1120 . According to an exemplary embodiment, first electromagnetic device  1040  and second electromagnetic device  1050  (e.g., input/output shafts thereof, etc.) are aligned (e.g., radially aligned, etc.) with power split planetary  1110 , output planetary  1120 , connecting shaft  1036 , and/or output shaft  1032  (e.g., centerlines thereof are aligned, to thereby form a straight-thru or inline transmission arrangement, etc.). 
     Jack shaft  1034  is rotationally coupled to carrier  1118  of power split planetary  1110  and thereby to output shaft  1032 . According to the exemplary embodiment shown in  FIG. 15 , transmission  1030  further includes a second clutch, shown as output coupled clutch  1150 . Output coupled clutch  1150  is positioned to selectively couple jackshaft  1034  to ring gear  1124  of output planetary  1120 . In some embodiments, jack shaft  1034  is rotationally coupled (e.g., selectively rotationally coupled, etc.) to one or more outputs, shown as PTO outputs  1080  (e.g., to drive one or more hydraulic pumps, to power one or more hydraulic systems, to power one or more electrical power generation systems, to power one or more pneumatic systems, etc.). In other embodiments, the one or more outputs are used to power (e.g., drive, etc.) a vehicle with which transmission  1030  is associated. 
     Transmission  1030  may further include a third clutch, shown in  FIG. 15  as secondary output clutch  1042 . In other embodiments, secondary output clutch  1042  is omitted. Secondary output clutch  1042  is positioned to selectively couple first electromagnetic device  1040  with output shaft  1032 , according to an exemplary embodiment. Secondary output clutch  1042  may thereby selectively couple output shaft  1032  and carrier  1118  to sun gear  1112  of power split planetary  1110 . As shown in  FIG. 15 , output shaft  1032  extends from power split planetary  1110 , through first electromagnetic device  1040 , and out through secondary output clutch  1042 . In other embodiments, secondary output clutch  1042  is omitted. 
     In some embodiments, neutral clutch  1022  is biased into an engaged position (e.g., with a spring, etc.) and selectively disengaged (e.g., with application of pressurized hydraulic fluid, etc.). In some embodiments, input coupled clutch  1140  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In some embodiments, output coupled clutch  1150  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In some embodiments, secondary output clutch  1042  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In other embodiments, one or more of neutral clutch  1022 , input coupled clutch  1140 , output coupled clutch  1150 , and secondary output clutch  1042  are hydraulically-biased and spring released. 
     Referring again to the exemplary embodiment shown in  FIG. 15 , transmission  1030  includes a brake, shown as output brake  1170 . Output brake  1170  is positioned to selectively inhibit the movement of at least a portion of output planetary  1120  (e.g., ring gear  1124 , etc.), according to an exemplary embodiment. In one embodiment, output brake  1170  is biased into a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., with application of pressurized hydraulic fluid, etc.). In other embodiments, output brake  1170  is hydraulically-biased and spring released. In still other embodiments, the components of transmission  1030  are still otherwise engaged and disengaged (e.g., pneumatically, etc.). By way of example, output brake  1170  and output coupled clutch  1150  may be engaged simultaneously, providing a driveline brake such that rotational movement of at least one of output planetary  1120  (e.g., ring gear  1124 , etc.), power split planetary  1110  (e.g., carrier  1118 , etc.), jack shaft  1034 , and output shaft  1032  are selectively limited. 
     As shown in  FIG. 15 , transmission  1030  includes a gear set  1180  that couples carrier  1118  and carrier  1128  to jack shaft  1034 . In one embodiment, gear set  1180  includes a first gear, shown as gear  1182 , in meshing engagement with a second gear, shown as gear  1184 . As shown in  FIG. 15 , gear  1182  is rotatably coupled to carrier  1118  and carrier  1128 . By way of example, gear  1182  may be fixed to a component (e.g., shaft, tube, etc.) that couples carrier  1118  and carrier  1128 . As shown in  FIG. 15 , gear  1184  is rotatably coupled to jack shaft  1034 . By way of example, gear  1184  may be fixed directly to the jack shaft  1034 . 
     According to an exemplary embodiment, transmission  1030  includes a gear set, shown as gear set  1190 , that couples output planetary  1120  to jack shaft  1034 . As shown in  FIG. 15 , gear set  1190  includes a first gear, shown as gear  1192 , coupled to ring gear  1124  of output planetary  1120 . Gear  1192  is in meshing engagement with a second gear, shown as gear  1194 , according to an exemplary embodiment. As shown in  FIG. 15 , gear  1194  is coupled to a third gear, shown as gear  1196 . Gear  1194  may reverse the rotation direction of an output provided by gear  1192  (e.g., gear  1194  may facilitate rotating jack shaft  1034  in the same direction as that of gear  1192 , etc.). In other embodiments, gear  1192  is directly coupled with gear  1196 . By way of example, gear set  1190  may not include gear  1194 , and gear  1192  may be directly coupled to (e.g., in meshing engagement with, etc.) gear  1196 . As shown in  FIG. 15 , output coupled clutch  1150  is positioned to selectively couple gear  1196  with output shaft  1032  when engaged. With output coupled clutch  1150  disengaged, relative movement (e.g., rotation, etc.) may occur between gear  1196  and jack shaft  1034 . By way of example, output coupled clutch  1150  may be engaged to couple ring gear  1124  to jack shaft  1034 . Output brake  1170  is positioned to selectively limit the movement of gear  1192  when engaged to thereby also limit the movement of ring gear  1124 , gear  1194 , and gear  1196 . 
     According to the exemplary embodiment shown in  FIG. 16 , a control system  1200  for a vehicle (e.g., vehicle  1010 , etc.) includes a controller  1210 . In one embodiment, controller  1210  is configured to selectively engage, selectively disengage, or otherwise communicate with components of the vehicle according to various modes of operation. As shown in  FIG. 16 , controller  1210  is coupled to engine  1020 . In one embodiment, controller  1210  is configured to selectively engage engine  1020  (e.g., interface with a throttle thereof, etc.) such that an output of engine  1020  rotates at a target rate. Controller  1210  is coupled to first electromagnetic device  1040  and second electromagnetic device  1050 , according to an exemplary embodiment, and may send and receive signals therewith. By way of example, controller  1210  may send command signals relating to at least one of a target mode of operation, a target rotational speed, and a target rotation direction for first electromagnetic device  1040  and second electromagnetic device  1050 . As shown in  FIG. 16 , first electromagnetic device  1040  and second electromagnetic device  1050  are electrically coupled (e.g., by an electrical power transmission system, etc.). By way of example, power generated by first electromagnetic device  1040  may be utilized by second electromagnetic device  1050  (e.g., to provide an output torque as a motor, etc.), or power generated by second electromagnetic device  1050  may be utilized by first electromagnetic device  1040  (e.g., to provide an output torque as a motor, etc.). Controller  1210  is configured to selectively engage and selectively disengage neutral clutch  1022 , secondary output clutch  1042 , input coupled clutch  1140 , output coupled clutch  1150 , and output brake  1170  directly or by interacting with another component (e.g., a pump, a valve, a solenoid, a motor, etc.). 
     According to an exemplary embodiment, the drive system  1100  includes an energy storage device (e.g., a battery, etc.). In such embodiments, the battery may be charged and recharged by an electromagnetic device that is generating power. The battery may supply the electromagnetic device that is motoring the vehicle to propel the vehicle. In some embodiments, the battery may always be utilized as part of the drive system  1100 . In other embodiments, the battery may be used only when excess generated power must be stored or excess power is required to motor the vehicle. 
     According to alternative embodiments, drive system  1100  may be configured to operate with first electromagnetic device  1040  and second electromagnetic device  1050 , and no additional sources of electrical power. Additional sources of electrical power include, for example, a battery and other energy storage devices. Without an energy storage device, first electromagnetic device  1040  and second electromagnetic device  1050  may operate in power balance. One of the electromagnetic devices may provide all of the electrical power required by the other electromagnetic device (as well as the electrical power required to offset power losses). First electromagnetic device  1040  and second electromagnetic device  1050  may operate without doing either of (a) providing electrical power to an energy storage device or (b) consuming electrical power from an energy storage device. Thus, the sum of the electrical power produced or consumed by first electromagnetic device  1040 , the electrical power produced or consumed by second electromagnetic device  1050 , and electrical power losses may be zero. According to the embodiment of  FIGS. 14-16 , two electromagnetic devices are shown. In other embodiments, the system includes three or more electromagnetic devices. 
     According to the exemplary embodiment shown in  FIG. 16 , control system  1200  includes a user interface  1220  that is coupled to controller  1210 . In one embodiment, user interface  1220  includes a display and an operator input. The display may be configured to display a graphical user interface, an image, an icon, or still other information. In one embodiment, the display includes a graphical user interface configured to provide general information about the vehicle (e.g., vehicle speed, fuel level, warning lights, etc.). The graphical user interface may be configured to also display a current mode of operation, various potential modes of operation, or still other information relating to transmission  1030  and/or drive system  1100 . By way of example, the graphical user interface may be configured to provide specific information regarding the operation of drive system  1100  (e.g., whether neutral clutch  1022 , secondary output clutch  1042 , input coupled clutch  1140 , output coupled clutch  1150 , and/or output brake  1170  are engaged or disengaged, a fault condition where at least one of neutral clutch  1022 , secondary output clutch  1042 , input coupled clutch  1140 , output coupled clutch  1150 , and/or output brake  1170  fail to engage or disengage in response to a command signal, etc.). 
     The operator input may be used by an operator to provide commands to at least one of engine  1020 , transmission  1030 , first electromagnetic device  1040 , second electromagnetic device  1050 , and drive system  1100  or still another component of the vehicle. The operator input may include one or more buttons, knobs, touchscreens, switches, levers, or handles. In one embodiment, an operator may press a button to change the mode of operation for at least one of transmission  1030 , and drive system  1100 , and the vehicle. The operator may be able to manually control some or all aspects of the operation of transmission  1030  using the display and the operator input. It should be understood that any type of display or input controls may be implemented with the systems and methods described herein. 
     Controller  1210  may be implemented as a general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital-signal-processor (DSP), circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. According to the exemplary embodiment shown in  FIG. 16 , controller  1210  includes a processing circuit  1212  and a memory  1214 . Processing circuit  1212  may include an ASIC, one or more FPGAs, a DSP, circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. In some embodiments, processing circuit  1212  is configured to execute computer code stored in memory  1214  to facilitate the activities described herein. Memory  1214  may be any volatile or non-volatile computer-readable storage medium capable of storing data or computer code relating to the activities described herein. According to an exemplary embodiment, memory  1214  includes computer code modules (e.g., executable code, object code, source code, script code, machine code, etc.) configured for execution by processing circuit  1212 . Memory  1214  includes various actuation profiles corresponding to modes of operation (e.g., for transmission  1030 , for drive system  1100 , for a vehicle, etc.), according to an exemplary embodiment. In some embodiments, controller  1210  may represent a collection of processing devices (e.g., servers, data centers, etc.). In such cases, processing circuit  1212  represents the collective processors of the devices, and memory  1214  represents the collective storage devices of the devices. 
     Referring next to the exemplary embodiments shown in  FIGS. 17-25 , transmission  1030  is configured to operate according to a plurality of modes of operation. Various modes of operation for transmission  1030  are identified below in Table 2. In other embodiments, a vehicle having transmission  1030  is configured to operate according to the various modes of operation shown in  FIGS. 17-25  and identified below in Table 2. 
     
       
         
           
               
               
               
               
               
               
             
               
                   
                 TABLE 2 
               
               
                   
                   
               
               
                   
                   
                   
                 Output 
                   
                 Input 
               
               
                   
                   
                 Neutral 
                 Coupled 
                 Output 
                 Coupled 
               
               
                   
                 Mode of 
                 Clutch 
                 Clutch 
                 Brake 
                 Clutch 
               
               
                   
                 Operation 
                 1022 
                 1150 
                 1170 
                 1140 
               
               
                   
                   
               
             
            
               
                   
                 Mid Speed 
                 X 
                   
                 X 
                   
               
               
                   
                 Reverse 
               
               
                   
                 Low Speed 
                 X 
                 X 
               
               
                   
                 Reverse 
               
               
                   
                 Power 
                 X 
                   
                   
                 X 
               
               
                   
                 Generation 
               
               
                   
                 Neutral/ 
                 X 
                 X 
                 X 
               
               
                   
                 Vehicle Start 
               
               
                   
                 Low Range 
                 X 
                 X 
               
               
                   
                 Mid Range 
                 X 
                   
                 X 
               
               
                   
                 Shift 
                 X 
                   
                 X 
                 X 
               
               
                   
                 High Range 
                 X 
                   
                   
                 X 
               
               
                   
                   
               
            
           
         
       
     
     As shown in Table 2, an “X” represents a component of drive system  1100  (e.g., output brake  1170 , input coupled clutch  1140 , etc.) that is engaged or closed during the respective modes of operation. Secondary output clutch  1042  is disengaged in each of the modes shown in Table 2. 
     In each of the modes shown in Table 2 and  FIGS. 17-25 , neutral clutch  1022  is engaged. When engaged, neutral clutch  1022  couples engine  1020  to transmission  1030 . When disengaged, neutral clutch  1022  decouples engine  1020  from transmission  1030 . Accordingly, neutral clutch  1022  may be used to isolate engine  1020  from transmission  1030 . Neutral clutch  1022  may facilitate maintenance or towing of vehicle  1010 . Further, with neutral clutch  1022  disengaged, electromagnetic device  1040  and/or electromagnetic device  1050  may be used to drive output shaft  1032  and/or jack shaft  1034  (e.g., to drive one or more PTO outputs  1080 ) independent of engine  1020  (e.g., without engine  1020  running). 
     Throughout each of the modes shown in Table 2 and  FIGS. 17-25 , secondary output clutch  1042  is disengaged. When engaged, secondary output clutch  1042  limits rotation of output shaft  1032  and carrier  1118  relative to sun gear  1112 , thereby preventing rotation of the planetary gears  1116  about central axes thereof. Accordingly, secondary output clutch  1042  limits the rotation of ring gear  1114  relative to carrier  1118 , such that rotation of connecting shaft  1036  causes a corresponding rotation of output shaft  1032  and electromagnetic device  1040 . According to an exemplary embodiment, an energy flow path with only the neutral clutch  1022  and the secondary output clutch  1042  engaged includes: engine  1020  providing a rotational mechanical energy input to connecting shaft  1036  through the neutral clutch  1022 ; connecting shaft  1036  conveying the rotational mechanical energy to ring gear  1114 ; ring gear  1114  conveying the rotational mechanical energy to the plurality of planetary gears  1116 ; planetary gears  1116  causing rotation of carrier  1118  and sun gear  1112  (e.g., planetary gears  1116  may not rotate relative to carrier  1118  or sun gear  1112  because of the coupling caused by secondary output clutch  1042 , etc.); sun gear  1112  driving first electromagnetic device  1040  such that it operates as a generator (e.g., generates electrical energy, etc.); and carrier  1118  driving the output shaft  1032 . With secondary output clutch  1042  engaged, ring gear  1124  and sun gear  1122  may rotate freely such that second electromagnetic device  1050  may rotate independently of engine  1020 . 
     As shown in  FIGS. 17 and 18 , transmission  1030  is selectively reconfigured into neutral/startup modes. The neutral/startup mode may provide a true neutral for transmission  1030 . In one embodiment, at least one of first electromagnetic device  1040  and second electromagnetic device  1050  include and/or are coupled to an energy storage device (e.g., a capacitor, a battery, etc.) configured to store energy (e.g., electrical energy, chemical energy, etc.) associated with drive system  1100 . In one embodiment, rotation of first electromagnetic device  1040  rotates connecting shaft  1036  to start engine  1020  (e.g., with neutral clutch  1022 , output coupled clutch  1150 , and output brake  1170  engaged, etc.). In another embodiment, rotation of second electromagnetic device  1050  rotates connecting shaft  1036  to start engine  1020  (e.g., with neutral clutch  1022  and input coupled clutch  1140  engaged, etc.). First electromagnetic device  1040  or second electromagnetic device  1050  may be configured to use the stored energy to start engine  1020  by providing a rotational mechanical energy input (e.g., a torque, etc.) to engine  1020  through connecting shaft  1036 . 
     In an alternative embodiment, engine  1020  includes a traditional starting mechanism (e.g., a starter motor, etc.) configured to start engine  1020  (e.g., in response to a vehicle start request, in response to an engine start request, etc.). The vehicle start request and/or the engine start request may include a directive to turn the engine “on” from an “off” state. The vehicle may include at least one of a pushbutton, a graphical user interface, an ignition, and another device with which a user interacts to provide or trigger the vehicle start request and/or the engine start request. Engine  1020  may provide a rotational mechanical energy input to at least one of first electromagnetic device  1040  and/or second electromagnetic device  1050 . First electromagnetic device  1040  and second electromagnetic device  1050  may be brought up to a threshold (e.g., a threshold speed, a threshold speed for a target period of time, a threshold power generation, a threshold power generation for a target period of time, etc.) that establishes a requisite DC bus voltage for controlling first electromagnetic device  1040  and/or second electromagnetic device  1050 . Both first electromagnetic device  1040  and second electromagnetic device  1050  may thereafter be activated and controlled within and/or to desired states. The power electronics of control system  1200  that control the motor-to-motor functions may be brought online during the neutral/startup mode. 
     As shown in  FIG. 17  and Table 2, neutral clutch  1022 , output coupled clutch  1150 , and output brake  1170  are engaged when transmission  1030  is configured in the neutral/startup mode. According to an exemplary embodiment, engaging neutral clutch  1022 , output brake  1170 , and output coupled clutch  1150  selectively limits the rotational movement of portions of both power split planetary  1110  and output planetary  1120 . By way of example, engaging output brake  1170  may inhibit the rotational movement of ring gear  1124 , gear  1192 , gear  1194 , and gear  1196  such that each remains rotationally fixed. Engaging output coupled clutch  1150  may inhibit rotational movement of jack shaft  1034  such that jack shaft  1034  remains rotationally fixed (e.g., since gear  1196  is fixed and output coupled clutch  1150  is engaged, etc.). With jack shaft  1034  rotationally fixed, gear set  1180  and carrier  1118  become rotationally fixed, thereby isolating output shaft  1032  from engine  1020 , first electromagnetic device  1040 , and second electromagnetic device  1050  in the neutral/startup mode. Such isolation may substantially eliminate a forward lurch potential of the vehicle during startup (e.g., transmission  1030  does not provide an output torque to tires  1062  and/or tires  1072 , etc.). Alternatively, as shown in  FIG. 18 , output coupled clutch  1150  may be disengaged (e.g., before startup, during startup, after startup, etc.). However, disengaging output coupled clutch  1150  may not prevent rotation of the jack shaft  1034  and thereby output shaft  1032 . 
     According to an exemplary embodiment, an energy flow path in the neutral/startup mode includes: first electromagnetic device  1040  providing a rotational mechanical energy input to sun gear  1112  that is received by the plurality of planetary gears  1116 ; the plurality of planetary gears  1116  rotating about central axes thereof (e.g., planetary gears  1116  may not rotate about sun gear  1112  because carrier  1118  may be rotationally fixed, etc.); the plurality of planetary gears  1116  conveying the rotational mechanical energy to ring gear  1114 ; ring gear  1114  transferring the rotational mechanical energy to the neutral clutch  1022  through the connecting shaft  1036  such that the rotational mechanical energy provided by first electromagnetic device  1040  starts engine  1020 . 
     An alternative energy flow path in the neutral/startup mode may include starting engine  1020  with a traditional starting mechanism, engine  1020  providing a rotational mechanical energy input to ring gear  1114  that is received by the plurality of planetary gears  1116 ; the plurality of planetary gears  1116  rotating about central axes thereof (e.g., planetary gears  1116  may or may not rotate about sun gear  1112  because carrier  1118  may or may not be rotationally fixed, etc.); the plurality of planetary gears  1116  conveying the rotational mechanical energy to sun gear  1112 ; and sun gear  1112  conveying the rotational mechanical energy to first electromagnetic device  1040  to bring first electromagnetic device  1040  up to the threshold for establishing a requisite DC bus voltage and controlling first electromagnetic device  1040  and/or second electromagnetic device  1050  in a desired state. By way of example, the neutral/startup mode may be used to start engine  1020 , establish a requisite DC bus voltage, or otherwise export power without relying on controller  1210  to engage first electromagnetic device  1040  and/or second electromagnetic device  1050 . Transmission  1030  may provide increased export power potential relative to traditional transmission systems. 
     As shown in  FIG. 19 , transmission  1030  is selectively reconfigured into a low range mode of operation such that transmission  1030  allows for a low output speed operation with a high output torque (e.g., in a forward direction of travel, etc.). The low range mode increases a vehicle&#39;s gradability (e.g., facilitates the vehicle maintaining speed on a grade, etc.). In one embodiment, engine  1020  provides a rotational mechanical energy input to transmission  1030  such that first electromagnetic device  1040  generates electrical power and second electromagnetic device  1050  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  1020  and second electromagnetic device  1050  provide a rotational mechanical energy input to drive at least one of tires  1062  and tires  1072 . In an alternative embodiment, first electromagnetic device  1040  operates as a motor and second electromagnetic device  1050  operates as a generator when transmission  1030  is configured in the low range forward mode. In still another alternative embodiment, both first electromagnetic device  1040  and second electromagnetic device  1050  operate as a generator in the low range forward mode. In yet another embodiment, transmission  1030  is not selectively reconfigurable into the low range mode of operation. In one such embodiment, transmission  1030  does not include jack shaft  1034 , does not include gear set  1190  (e.g., gear  1192 , gear  1194 , gear  1196 , etc.), and does not include output coupled clutch  1150 . Transmission  1030  may additionally or alternatively not include gear set  1180  in embodiments where transmission  1030  is not selectively reconfigurable into the low range mode of operation. 
     As shown in  FIG. 19  and Table 2, neutral clutch  1022  and output coupled clutch  1150  are engaged when transmission  1030  is configured in the low range mode. As shown in  FIG. 19 , output coupled clutch  1150  couples gear set  1190  to jack shaft  1034 . Accordingly, when engine  1020  provides a rotational mechanical energy input to transmission  1030 , at least one of engine  1020  and second electromagnetic device  1050  drive output shaft  1032  through the interaction of connecting shaft  1036  and jack shaft  1034  with power split planetary  1110 , respectively. According to the exemplary embodiment shown in  FIG. 19 , an energy flow path for the low range includes: engine  1020  providing a rotational mechanical energy input to connecting shaft  1036  through the neutral clutch  1022 ; connecting shaft  1036  conveying the rotational mechanical energy to ring gear  1114 ; ring gear  1114  causing the plurality of planetary gears  1116  to rotate about central axes thereof, as well as about sun gear  1112  such that carrier  1118  and output shaft  1032  rotate; and the rotation of the plurality of planetary gears  1116  about a central axis causing a rotation of sun gear  1112 , thus driving first electromagnetic device  1040  such that it operates as a generator (e.g., generates electrical energy, etc.). 
     Referring still to  FIG. 19 , the rotation of carrier  1118  drives both carrier  1128  and gear set  1180 . Carrier  1128  drives the plurality of planetary gears  1126  to rotate about sun gear  1122  and about central axes thereof. In one embodiment, second electromagnetic device  1050  receives electrical energy generated by first electromagnetic device  1040 . Accordingly, second electromagnetic device  1050  operates as a motor, providing a rotational mechanical energy input to sun gear  1122 . The sun gear  1122  conveys the rotational mechanical energy to the plurality of planetary gears  1126  such that each further rotates about the central axis thereof. The plurality of planetary gears  1126  drive ring gear  1124 , and the rotation of ring gear  1124  drives gear set  1190 . According to the exemplary embodiment shown in  FIG. 19 , gear set  1180  and gear set  1190  transfer a torque to and from jack shaft  1034  with output coupled clutch  1150  engaged. As such, engine  1020  and second electromagnetic device  1050  move a vehicle at a low speed with a high output torque. 
     As shown in  FIG. 20 , transmission  1030  is selectively reconfigured into a mid range mode of operation. In the mid range mode of operation, transmission  1030  may facilitate a mid range output speed operation (e.g., in a forward direction of travel, etc.). The speed range associated with the mid range mode of operation may be larger than that of traditional transmissions (i.e., transmission  1030  may provide increased coverage in the mid range, etc.). The mid range mode may improve low output speed torque and high output speed power. In one embodiment, engine  1020  provides a rotational mechanical energy input such that first electromagnetic device  1040  generates electrical power, and second electromagnetic device  1050  uses the generated electrical power to provide a rotational mechanical energy output. Second electromagnetic device  1050  thereby provides a rotational mechanical energy input to drive at least one of tires  1062  and tires  1072 . In an alternative embodiment, second electromagnetic device  1050  operates as a generator while first electromagnetic device  1040  operates as a motor when transmission  1030  is configured in the mid range mode. In still another alternative embodiment, both first electromagnetic device  1040  and second electromagnetic device  1050  operate as a generator in the mid range mode. 
     As shown in  FIG. 20  and Table 2, neutral clutch  1022  and output brake  1170  are engaged when transmission  1030  is configured in the mid range mode. As shown in  FIG. 20 , output brake  1170  inhibits the rotation of gear set  1190  (e.g., gear  1192 , gear  1194 , gear  1196 , etc.). Output brake  1170  thereby rotationally fixes ring gear  1124 . In one embodiment, engaging output brake  1170  substantially eliminates a power dip between output and input modes of transmission  1030 . According to the exemplary embodiment shown in  FIG. 20 , an energy flow path for the mid range forward mode includes: engine  1020  providing a rotational mechanical energy input to connecting shaft  1036  that is conveyed to ring gear  1114 ; ring gear  1114  driving the plurality of planetary gears  1116  to rotate about central axes thereof, as well as about sun gear  1112  such that both carrier  1118  and sun gear  1112  rotate; and the rotation of carrier  1118  driving the output shaft  1032 . 
     With ring gear  1124  fixed by output brake  1170 , second electromagnetic device  1050  may operate as a motor. In one embodiment, second electromagnetic device  1050  receives electrical energy generated by first electromagnetic device  1040 . First electromagnetic device  1040  operates as a generator, removing a rotational mechanical energy from sun gear  1112 . The sun gear  1122  conveys rotational mechanical torque from the second electromagnetic device  1050  to the plurality of planetary gears  1126  such that each further rotates about sun gear  1122  (e.g., at an increased rotational speed, etc.). The rotation of the plurality of planetary gears  1126  (e.g., effected by sun gear  1122 , etc.) drives carrier  1128  and thereby carrier  1118 . Carrier  1118  drives output shaft  1032  at a mid range output speed and may thereby drive a vehicle at a mid range output speed. 
     As shown in  FIG. 21 , transmission  1030  is selectively reconfigured into a high range mode of operation such that transmission  1030  allows for a high output speed operation (e.g., in a forward direction of travel, etc.). In one embodiment, engine  1020  provides a rotational mechanical energy input such that second electromagnetic device  1050  generates electrical power while first electromagnetic device  1040  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  1020  and first electromagnetic device  1040  provide rotational mechanical energy to drive at least one of tires  1062  and tires  1072 . In an alternative embodiment, first electromagnetic device  1040  operates as a generator and second electromagnetic device  1050  operates as a motor when transmission  1030  is configured in the high range mode. 
     As shown in  FIG. 21  and Table 2, neutral clutch  1022  and input coupled clutch  1140  are engaged when transmission  1030  is configured in the high range mode. As shown in  FIG. 21 , the engagement of input coupled clutch  1140  with connecting shaft  1036  rotationally couples engine  1020  and second electromagnetic device  1050 . By way of example, engine  1020  may provide a rotational mechanical energy input to connecting shaft  1036  such that second electromagnetic device  1050  generates electrical energy. In one embodiment, first electromagnetic device  1040  receives the electrical energy generated by second electromagnetic device  1050 . First electromagnetic device  1040  operates as a motor, providing a rotational mechanical energy input to sun gear  1112  that drives the plurality of planetary gears  1116  and carrier  1118 . 
     Referring still to  FIG. 21 , power from engine  1020  is transferred to ring gear  1114  and the plurality of planetary gears  1116 . The plurality of planetary gears  1116  are driven by at least one of engine  1020  (e.g., via ring gear  1114 , etc.) and first electromagnetic device  1040  (e.g., via sun gear  1112 , etc.). Carrier  1118  rotates, which drives output shaft  1032  such that the rotational mechanical energy provided by engine  1020  and first electromagnetic device  1040  drives a vehicle at a high range speed. 
     As shown in  FIG. 22 , transmission  1030  is selectively reconfigured into an intermediate shift mode of operation that facilitates transitioning transmission  1030  (i.e., shifting, changing modes, etc.) between the mid range mode of operation and the high range mode of operation. According to the embodiment shown in  FIG. 22 , neutral clutch  1022 , input coupled clutch  1140 , and output brake  1170  are engaged when transmission  1030  is selectively reconfigured into the intermediate shift mode of operation. According to an exemplary embodiment, the intermediate shift mode provides a smooth and robust shifting strategy that functions reliably even in a wide variety of operating conditions, when using various types of oil for the components of transmission  1030 , and when experiencing valve nonlinearities that may be present in one or more valves of transmission  1030 . The intermediate shift mode may provide a zero inertia shift through and across two or more overlapping ranges (e.g., the mid range and the high range, etc.). According to the exemplary embodiment shown in  FIGS. 20-22 , the intermediate shift mode eliminates the need to simultaneously disengage output brake  1170  and engage input coupled clutch  1140  to shift from the mid range mode to the high range mode, or vice versa. The intermediate shift mode reduces jerking sensations associated with simultaneously disengaging output brake  1170  and engaging input coupled clutch  1140  to shift from mid range to high range, providing a smoother ride. 
     During operation, the intermediate shift mode may be used to shift from mid range mode to high range mode or from high range mode to mid range mode. In one embodiment, when shifting between the mid range mode and the high range mode, both input coupled clutch  1140  and output brake  1170  are engaged for a period of time prior to disengaging input coupled clutch  1140  or output brake  1170 . Transmission  1030  may be selectively reconfigured into the intermediate shift mode in response to one or more inputs reaching a predetermined threshold condition, the inputs including a rotational speed of second electromagnetic device  1050  and a rotational speed of connecting shaft  1036  and/or engine  1020 . One or more sensors may be positioned to monitor the rotational speed of at least one of engine  1020 , connecting shaft  1036 , a portion of second electromagnetic device  1050 , or still another component. A controller (e.g., controller  1210 , etc.) may reconfigure transmission  1030  into the intermediate shift mode in response to sensing signals provided by the one or more sensors. 
     As shown in  FIG. 23 , transmission  1030  is selectively reconfigured into a low speed reverse mode of operation. In one embodiment, engine  1020  provides a rotational mechanical energy input to transmission  1030  such that first electromagnetic device  1040  generates electrical power and second electromagnetic device  1050  uses the generated electrical power to provide a rotational mechanical energy input to transmission  1030 . As such, at least one of engine  1020  and second electromagnetic device  1050  provide rotational mechanical energy to drive at least one of tires  1062  and tires  1072  in a reverse direction (e.g., backwards, etc.). In an alternative embodiment, first electromagnetic device  1040  operates as a motor and second electromagnetic device  1050  operates as a generator when transmission  1030  is configured in the low range reverse mode. 
     As shown in  FIG. 23  and Table 2, neutral clutch  1022  and output coupled clutch  1150  are engaged when transmission  1030  is configured in the low speed reverse mode. As shown in  FIG. 23 , the low speed reverse mode is substantially similar to the low range mode of  FIG. 19  in that output coupled clutch  1150  couples gear set  1190  to output shaft  1032 . In the low speed reverse mode, second electromagnetic device  1050  may provide a rotational mechanical energy input to transmission  1030  in an opposite direction as compared to the low range mode of  FIG. 19 . 
     As shown in  FIG. 24 , transmission  1030  is selectively reconfigured into a mid speed reverse mode of operation such that transmission  1030  allows for a mid reverse output speed operation. In one embodiment, engine  1020  provides a rotational mechanical energy input such that first electromagnetic device  1040  generates electrical power, and second electromagnetic device  1050  uses the generated electrical power to provide a rotational mechanical energy input to transmission  1030 . As such, at least one of engine  1020  and second electromagnetic device  1050  provides a rotational mechanical energy input to drive at least one of tires  1062  and tires  1072  in a reverse direction (e.g., backwards). In an alternative embodiment, second electromagnetic device  1050  operates as a generator and first electromagnetic device  1040  operates as a motor when transmission  1030  is configured in the mid speed reverse mode. In still another alternative embodiment, both first electromagnetic device  1040  and second electromagnetic device  1050  operate as a generator in the mid speed reverse mode. 
     As shown in  FIG. 24  and Table 2, neutral clutch  1022  and output brake  1170  are engaged when transmission  1030  is configured in the mid speed reverse mode. As shown in  FIG. 24 , output brake  1170  inhibits the rotation of gear set  1190  (e.g., gear  1192 , gear  1194 , gear  1196 , etc.). Output brake  1170  thereby rotationally fixes ring gear  1124 . According to the exemplary embodiment shown in  FIG. 24 , an energy flow path for the mid speed reverse mode includes: engine  1020  providing a rotational mechanical energy input to connecting shaft  1036  that is conveyed to ring gear  1114 ; and ring gear  1114  driving the plurality of planetary gears  1116  to rotate about central axes thereof, as well as about sun gear  1112  such that both carrier  1118  and sun gear  1112  rotate. 
     Referring still to  FIG. 24 , the rotation of carrier  1118  drives carrier  1128 , which rotates the plurality of planetary gears  1126  about central axes thereof, as well as about sun gear  1122 . With ring gear  1124  fixed by output brake  1170 , second electromagnetic device  1050  may operate as a motor. In one embodiment, second electromagnetic device  1050  receives electrical energy generated by first electromagnetic device  1040 . Accordingly, first electromagnetic device  1040  operates as a generator, removing a rotational mechanical energy from sun gear  1112 . Second electromagnetic device  1050  receives electrical energy from first electromagnetic device  1040 , applying a rotational mechanical torque to sun gear  1122 . The sun gear  1122  conveys the rotational mechanical torque to the plurality of planetary gears  1126  such that each further rotates about sun gear  1122  (e.g., at an increased rotational speed, etc.). The rotation of the plurality of planetary gears  1126  (e.g., effected by sun gear  1122 , etc.) drives carrier  1128  and thereby carrier  1118 . Carrier  1118  drives output shaft  1032  at a mid reverse output speed and may thereby drive a vehicle at a mid reverse output speed. 
     As shown in  FIG. 25 , transmission  1030  is selectively reconfigured into a power generation mode such that rotation of connecting shaft  1036  rotates first electromagnetic device  1040  and second electromagnetic device  1050  to generate electrical power. In one embodiment, the electrical power is stored for future use. In another embodiment, the electrical power is used to power internal devices (e.g., control system  1200 , components of the vehicle, etc.) and/or external devices. As shown in  FIG. 25  and Table 2, neutral clutch  1022  and input coupled clutch  1140  are engaged when transmission  1030  is configured in the power generation mode. 
     According to an exemplary embodiment, engine  1020  provides a rotational mechanical energy input to connecting shaft  1036 , which drives both first electromagnetic device  1040  and second electromagnetic device  1050 . As shown in  FIG. 25 , second electromagnetic device  1050  is rotationally coupled to engine  1020  via the engagement of input coupled clutch  1140  with connecting shaft  1036  such that second electromagnetic device  1050  generates electrical power. According to the exemplary embodiment shown in  FIG. 25 , an energy flow path for the power generation mode includes: connecting shaft  1036  provides rotational mechanical energy to ring gear  1114  of power split planetary  1110 ; ring gear  1114  conveys the rotational mechanical energy from connecting shaft  1036  to the plurality of planetary gears  1116 ; the plurality of planetary gears  1116  rotate about central axes thereof, thereby transferring rotational mechanical energy to sun gear  1112 ; sun gear  1112  provides the rotational mechanical energy from engine  1020  to first electromagnetic device  1040  via the shaft of first electromagnetic device  1040  such that first electromagnetic device  1040  generates electrical power. In some embodiments, a brake is applied to front axle  1060  and/or rear axle  1070  to prevent movement of the vehicle  1010  in the power generation mode. 
     According to an alternative embodiment, engine  1020  does not provide a rotational mechanical energy input to drive a vehicle. By way of example, first electromagnetic device  1040 , second electromagnetic device  1050 , and/or another device may store energy during the above mentioned modes of operation. When sufficient energy is stored (e.g., above a threshold level, etc.), at least one of first electromagnetic device  1040  and second electromagnetic device  1050  may provide a rotational mechanical energy output such that the vehicle is driven without an input from engine  1020  (e.g., an electric mode, etc.). 
     Third Configuration 
     According to an exemplary embodiment, a multi-mode inline electromechanical variable transmission is provided as part of a vehicle and is selectively reconfigurable between a plurality of operating modes. The vehicle may also include an engine and one or more tractive elements (e.g., wheel and tire assemblies, etc.). The multi-mode inline electromechanical variable transmission may include a first electromagnetic device and a second electromagnetic device. In one embodiment, at least one of the first electromagnetic device and the second electromagnetic device provides rotational mechanical energy to start the engine. In another embodiment, the engine provides a rotational mechanical energy input to both the first and second electromagnetic devices such that each operates as a generator to generate electrical energy. In still other embodiments, one of the first electromagnetic device and the second electromagnetic device are configured to receive a rotational mechanical energy output from the engine and provide an electrical energy output to power a control system and/or the other electromagnetic device. According to an exemplary embodiment, the multi-mode inline electromechanical variable transmission has a compact design that facilitates direct replacement of traditional inline transmissions (e.g., mechanical transmissions, transmissions without electromagnetic devices, etc.) used in front engine applications. Thus, the multi-mode inline electromechanical variable transmission may be installed during a new vehicle construction or installed to replace a conventional transmission of a front engine vehicle (e.g., as opposed to replacing a traditional midship transfer case, etc.). 
     According to the exemplary embodiment shown in  FIGS. 26-27 , a vehicle  2010  includes an engine  2020  coupled to a transmission, shown as transmission  2030 . In one embodiment, engine  2020  is configured to combust fuel and provide a mechanical energy input to transmission  2030 . By way of example, engine  2020  may be configured to provide a rotational mechanical energy input to transmission  2030 . As shown in  FIGS. 26-27 , transmission  2030  includes a first electrical machine, electromagnetic device and/or motor/generator, shown as first electromagnetic device  2040 , and a second electrical machine, electromagnetic device and/or motor/generator, shown as second electromagnetic device  2050 . According to an exemplary embodiment, vehicle  2010  is configured as a front engine vehicle and transmission  2030  is configured as a multi-mode inline electromechanical transmission. In other embodiments, vehicle  2010  is configured as a mid-engine vehicle or a rear engine vehicle. 
     Referring again to the exemplary embodiment shown in  FIG. 26 , vehicle  2010  includes a front axle, shown as front axle  2060 , and a rear axle, shown as rear axle  2070 . As shown in  FIG. 26 , front axle  2060  includes a pair of tractive elements, shown as tires  2062 , coupled to a front differential, shown as front differential  2064 . Rear axle  2070  includes a pair of tractive elements, shown as tires  2072 , coupled to a rear differential, shown as rear differential  2074 , according to an exemplary embodiment. According to the exemplary embodiment shown in  FIG. 26 , front differential  2064  is coupled to transmission  2030  with a front axle driveshaft  2066 , and rear differential  2074  is coupled to transmission  2030  with a rear axle driveshaft  2076 . While shown as coupled to tires  2062  and tires  2072 , front differential  2064  and rear differential  2074  may be coupled to various other types of tractive elements (e.g., tracks, etc.), according to alternative embodiments. As shown in  FIG. 26 , front axle driveshaft  2066  and rear axle driveshaft  2076  are configured to transport power from first electromagnetic device  2040 , second electromagnetic device  2050 , and engine  2020  to tires  2062  and tires  2072 , respectively. Vehicle  2010  may include a plurality of front differentials  2064  that may be coupled and/or a plurality of rear differentials  2074  that may be coupled, according to various alternative embodiments. In some embodiments, transmission  2030  is selectively coupled (e.g., via a clutch mechanism, coupling mechanism, etc.) to at least one of the font axle driveshaft  2066  and the rear axle driveshaft  2076  (e.g., to reconfigure vehicle  2010  into a front-wheel-drive configuration, a rear-wheel-drive configuration, an all-wheel-drive configuration, a four-wheel-drive configuration, etc.). 
     Engine  2020  may be any source of rotational mechanical energy that is derived from a stored energy source. The stored energy source is disposed onboard vehicle  2010 , according to an exemplary embodiment. The stored energy source may include a liquid fuel or a gaseous fuel, among other alternatives. In one embodiment, engine  2020  includes an internal combustion engine configured to be powered by at least one of gasoline, natural gas, and diesel fuel. According to various alternative embodiments, engine  2020  includes at least one of a turbine, a fuel cell, and an electric motor, or still another device. According to one exemplary embodiment, engine  2020  includes a twelve liter diesel engine capable of providing between approximately 400 horsepower and approximately 600 horsepower and between approximately 400 foot pounds of torque and approximately 2000 foot pounds of torque. In one embodiment, engine  2020  has a rotational speed (e.g., a rotational operational range, etc.) of between 0 and 2,100 revolutions per minute. Engine  2020  may be operated at a relatively constant speed (e.g., 1,600 revolutions per minute, etc.). In one embodiment, the relatively constant speed is selected based on an operating condition of engine  2020  (e.g., an operating speed relating to a point of increased fuel efficiency, etc.). 
     In one embodiment, at least one of first electromagnetic device  2040  and second electromagnetic device  2050  provide a mechanical energy input to another portion of transmission  2030 . By way of example, at least one of first electromagnetic device  2040  and second electromagnetic device  2050  may be configured to provide a rotational mechanical energy input to another portion of transmission  2030  (i.e., at least one of first electromagnetic device  2040  and second electromagnetic device  2050  may operate as a motor, etc.). At least one of first electromagnetic device  2040  and second electromagnetic device  2050  may receive a mechanical energy output from at least one of engine  2020  and another portion of transmission  2030 . By way of example, at least one of first electromagnetic device  2040  and second electromagnetic device  2050  may be configured to receive a rotational mechanical energy output from at least one of engine  2020  and another portion of transmission  2030  and provide an electrical energy output (i.e., at least one of first electromagnetic device  2040  and second electromagnetic device  2050  may operate as a generator, etc.). According to an exemplary embodiment, first electromagnetic device  2040  and second electromagnetic device  2050  are capable of both providing mechanical energy and converting a mechanical energy input into an electrical energy output (i.e., selectively operate as a motor and a generator, etc.). The operational condition of first electromagnetic device  2040  and second electromagnetic device  2050  (e.g., as a motor, as a generator, etc.) may vary based on a mode of operation associated with transmission  2030 . 
     According to the exemplary embodiment shown in  FIG. 27 , a drive system for a vehicle, shown as drive system  2100 , includes engine  2020  and transmission  2030  having first electromagnetic device  2040 , and second electromagnetic device  2050 . As shown in  FIG. 27 , transmission  2030  includes a first gear set, shown as power split planetary  2110 , and a second gear set, shown as output planetary  2120 . In one embodiment, power split planetary  2110  and output planetary  2120  are positioned outside of (e.g., on either side of, sandwiching, not between, etc.) first electromagnetic device  2040  and second electromagnetic device  2050 . In an alternative embodiment, one or both of power split planetary  2110  and output planetary  2120  are disposed between first electromagnetic device  2040  and second electromagnetic device  2050 . 
     Referring to the exemplary embodiment shown in  FIG. 27 , power split planetary  2110  is a planetary gear set that includes a sun gear  2112 , a ring gear  2114 , and a plurality of planetary gears  2116 . The plurality of planetary gears  2116  couple sun gear  2112  to ring gear  2114 , according to an exemplary embodiment. As shown in  FIG. 27 , a carrier  2118  rotationally supports the plurality of planetary gears  2116 . In one embodiment, first electromagnetic device  2040  is directly coupled to sun gear  2112  such that power split planetary  2110  is coupled to first electromagnetic device  2040 . By way of example, first electromagnetic device  2040  may include or be coupled to a shaft (e.g., a first shaft, an input shaft, an output shaft, etc.) directly coupled to sun gear  2112 . As shown in  FIG. 27 , transmission  2030  includes a shaft, shown as connecting shaft  2036 . According to an exemplary embodiment, connecting shaft  2036  directly couples engine  2020  to power split planetary  2110 . In one embodiment, connecting shaft  2036  directly couples engine  2020  with ring gear  2114  of power split planetary  2110 . According to an exemplary embodiment, power split planetary  2110  is at least one of directly coupled to and directly powers a power takeoff (“PTO”) (e.g., a live PTO, etc.). By way of example, ring gear  2114  of power split planetary  2110  may be at least one of directly coupled to and directly power the PTO. 
     Referring still to the exemplary embodiment shown in  FIG. 27 , output planetary  2120  is a planetary gear set that includes a sun gear  2122 , a ring gear  2124 , and a plurality of planetary gears  2126 . The plurality of planetary gears  2126  couple sun gear  2122  to ring gear  2124 , according to an exemplary embodiment. As shown in  FIG. 27 , a carrier  2128  rotationally supports the plurality of planetary gears  2126 . In one embodiment, second electromagnetic device  2050  is directly coupled to sun gear  2122  such that output planetary  2120  is coupled to second electromagnetic device  2050 . By way of example, second electromagnetic device  2050  may include or be coupled to a shaft (e.g., a second shaft, an input shaft, an output shaft, etc.) directly coupled to sun gear  2122 . Carrier  2128  is directly rotationally coupled to an output with a shaft, shown as output shaft  2032 , according to the exemplary embodiment shown in  FIG. 27 . Output shaft  2032  may be coupled to at least one of rear axle driveshaft  2076  and front axle driveshaft  2066 . By way of example, output shaft  2032  may be coupled to rear axle driveshaft  2076  where transmission  2030  is installed in place of a traditional, mechanical, straight-thru transmission. In another embodiment, the output is a PTO output, and output shaft  2032  is coupled thereto. A clutch assembly may be engaged and disengaged to selectively couple at least one of front axle driveshaft  2066  and rear axle driveshaft  2076  to output shaft  2032  of transmission  2030  (e.g., to facilitate operation of a vehicle in a rear-wheel-drive mode, an all-wheel-drive mode, a four-wheel-drive mode, a front-wheel-drive mode, etc.). 
     According to an exemplary embodiment, transmission  2030  includes a first clutch, shown as forward power split coupled clutch  2130 . Forward power split coupled clutch  2130  reduces or eliminates the risk of locking up the transmission  2030 , according to an exemplary embodiment. In one embodiment, forward power split coupled clutch  2130  is positioned downstream of power split planetary  2110  (e.g., along a power flow path between power split planetary  2110  and output shaft  2032 , etc.). As shown in  FIG. 27 , forward power split coupled clutch  2130  is positioned to selectively couple power split planetary  2110  with an auxiliary shaft, shown as jack shaft  2034 . In one embodiment, forward power split coupled clutch  2130  facilitates towing the vehicle without spinning at least some of the gears within transmission  2030  (e.g., power split planetary  2110 , etc.). Power split planetary  2110  is coupled to output shaft  2032  when forward power split coupled clutch  2130  is engaged (i.e., forward power split coupled clutch  2130  rotationally couples carrier  2118  to output shaft  2032 , etc.). According to an exemplary embodiment, forward power split coupled clutch  2130  is engaged during a forward driving mode of drive system  2100 . 
     According to an exemplary embodiment, transmission  2030  includes a second clutch, shown as reverse power split coupled clutch  2160 . In one embodiment, reverse power split coupled clutch  2160  is positioned downstream of power split planetary  2110  (e.g., along a power flow path between power split planetary  2110  and output shaft  2032 , etc.). As shown in  FIG. 27 , reverse power split coupled clutch  2160  is positioned to selectively couple power split planetary  2110  with jack shaft  2034 . In one embodiment, reverse power split coupled clutch  2160  facilitates towing the vehicle without spinning at least some of the gears within transmission  2030  (e.g., power split planetary  2110 , etc.). Power split planetary  2110  is coupled to output shaft  2032  when reverse power split coupled clutch  2160  is engaged (i.e., reverse power split coupled clutch  2160  rotationally couples carrier  2118  to output shaft  2032 , etc.). According to an exemplary embodiment, reverse power split coupled clutch  2160  is engaged during a reverse driving mode of drive system  2100 . Forward power split coupled clutch  2130  and reverse power split coupled clutch  2160  may be separately engaged (e.g., not simultaneously, one is engaged and the other is not, etc.). According to the exemplary embodiment shown in  FIG. 27 , carrier  2118  may be selectively coupled to carrier  2128  (e.g., when either forward power split coupled clutch  2130  or reverse power split coupled clutch  2160  is engaged, etc.). 
     As shown in  FIG. 27 , transmission  2030  includes a third clutch, shown as input coupled clutch  2140 . Input coupled clutch  2140  is positioned to selectively couple second electromagnetic device  2050  with engine  2020  (e.g., through ring gear  2114 , etc.), according to an exemplary embodiment. Input coupled clutch  2140  may thereby selectively couple engine  2020  to output planetary  2120  when engaged. According to an exemplary embodiment, connecting shaft  2036  extends from engine  2020 , through first electromagnetic device  2040 , to input coupled clutch  2140 . Input coupled clutch  2140  may selectively couple second electromagnetic device  2050  with connecting shaft  2036 . According to an exemplary embodiment, first electromagnetic device  2040  and second electromagnetic device  2050  (e.g., input/output shafts thereof, etc.) are aligned (e.g., radially aligned, etc.) with power split planetary  2110 , output planetary  2120 , connecting shaft  2036 , and/or output shaft  2032  (e.g., centerlines thereof are aligned, to thereby form a straight-thru or inline transmission arrangement, etc.). As shown in  FIG. 27 , transmission  2030  includes a fourth clutch, shown as output coupled clutch  2150 . Output coupled clutch  2150  is positioned to selectively couple ring gear  2124  of output planetary  2120  with jack shaft  2034 , according to an exemplary embodiment. 
     As shown in  FIG. 27 , jack shaft  2034  is radially offset from connecting shaft  2036  and output shaft  2032  (e.g., radially offset from centerlines thereof, etc.). Jack shaft  2034  is rotationally coupled to carrier  2128  of output planetary  2120  and to output shaft  2032 . In some embodiments, jack shaft  2034  is rotationally coupled (e.g., selectively rotationally coupled, etc.) to one or more outputs, shown as PTO outputs  2080  (e.g., to drive one or more hydraulic pumps, to power one or more hydraulic systems, to power one or more electrical power generation systems, to power one or more pneumatic systems, etc.). In other embodiments, the one or more outputs are used to power (e.g., drive, etc.) a vehicle with which transmission  2030  is associated. According to the exemplary embodiment shown in  FIG. 27 , forward power split coupled clutch  2130  or reverse power split coupled clutch  2160  rotationally couples carrier  2118  of power split planetary  2110  to jack shaft  2034 , and output coupled clutch  2150  rotationally couples ring gear  2124  of output planetary  2120  to jack shaft  2034 . 
     Referring again to the exemplary embodiment shown in  FIG. 27 , transmission  2030  includes brake, shown as output brake  2170 . Output brake  2170  is positioned to selectively inhibit the movement of at least a portion of output planetary  2120  (e.g., ring gear  2124 , etc.), according to an exemplary embodiment. In one embodiment, output brake  2170  is biased into an engaged or braking position (e.g., with a spring, etc.) and selectively disengaged (e.g., with application of pressurized hydraulic fluid, etc.). In other embodiments, output brake  2170  is hydraulically-biased and spring released. In still other embodiments, the components of transmission  2030  are still otherwise engaged and disengaged (e.g., pneumatically, etc.). By way of example, output brake  2170  and output coupled clutch  2150  may be engaged simultaneously, providing a driveline brake such that rotational movement of at least one of output planetary  2120  (e.g., ring gear  2124 , etc.), power split planetary  2110  (e.g., carrier  2118 , etc.), jack shaft  2034 , and output shaft  2032  are selectively limited. 
     As shown in  FIG. 27 , transmission  2030  includes a gear set  2200  that couples power split planetary  2110  (e.g., carrier  2118 , etc.) to jack shaft  2034 . In one embodiment, gear set  2200  includes a first gear, shown as gear  2202 , in meshing engagement with a second gear, shown as gear  2204 . As shown in  FIG. 27 , gear  2202  is rotatably coupled to carrier  2118 . By way of example, gear  2202  may be fixed to a component (e.g., shaft, tube, etc.) that is coupled to carrier  2118 . As shown in  FIG. 27 , forward power split coupled clutch  2130  is positioned to selectively couple gear  2204  with jack shaft  2034  when engaged. With forward power split coupled clutch  2130  disengaged, relative movement (e.g., rotation, etc.) occurs between gear  2204  and jack shaft  2034 . 
     According to an exemplary embodiment, transmission  2030  includes a gear set, shown as gear set  2210 , that couples power split planetary  2110  to jack shaft  2034 . As shown in  FIG. 27 , gear set  2210  includes a first gear, shown as gear  2212 , coupled to carrier  2118  of power split planetary  2110 . Gear  2212  is in meshing engagement with a second gear, shown as gear  2214 , according to an exemplary embodiment. As shown in  FIG. 27 , gear  2214  is coupled to a third gear, shown as gear  2216 . Gear  2214  may reverse the rotation direction of an output provided by gear  2212  (e.g., gear  2214  may facilitate rotating jack shaft  2034  in a direction opposite that of gear  2212  and carrier  2118 , etc.). In other embodiments, gear  2212  is directly coupled to gear  2216  (e.g., gear set  2200  may include three gears, etc.). By way of example, gear set  2210  may not include gear  2214 , and gear  2212  may be directly coupled to (e.g., in meshing engagement with, etc.) gear  2216 . As shown in  FIG. 27 , reverse power split coupled clutch  2160  is positioned to selectively couple gear  2216  with jack shaft  2034  when engaged. With reverse power split coupled clutch  2160  disengaged, relative movement (e.g., rotation, etc.) occurs between gear  2216  and jack shaft  2034 . According to an exemplary embodiment, the three gear arrangement of gear set  2210  (e.g., gears  2212 - 2216 , etc.) facilitates rotating jack shaft  2034  in an opposite direction relative to the two gear arrangement of gear set  2200  (e.g., gear  2202  and gear  2204 , etc.). Engaging reverse power split coupled clutch  2160  facilitates operating drive system  2100  in a first direction (e.g., causing a vehicle to move in a reverse direction, etc.), while engaging forward power split coupled clutch  2130  facilitates operating drive system  2100  in an opposing direction (e.g., causing a vehicle to move in a forward direction, etc.). 
     Traditionally, operating a transmission in a reverse mode provides a limited amount of torque, speed, and/or power due to a subtraction effect (e.g., particularly at higher engine speeds, etc.) caused by components rotating in opposing directions (e.g., an engine rotating in a first direction and an electromagnetic device rotating in a second, opposing direction to cause reverse movement where the opposing rotations reduce and/or limit the output speed, etc.). According to an exemplary embodiment, at least one of power split planetary  2110 , gear set  2210 , and reverse power split coupled clutch  2160  facilitates maintaining substantially equal power to output shaft  2032  in both forward and reverse gears. At least one of power split planetary  2110 , gear set  2210 , and reverse power split coupled clutch  2160  may reduce or eliminate a torque, speed, and/or power subtraction associated with traditional transmissions  2030 . At least one of power split planetary  2110 , gear set  2210 , and reverse power split coupled clutch  2160  may facilitate providing a reverse driving torque to output shaft  2032  while maintaining substantially the same torque, speed, and/or power in a reverse driving direction as in a forward driving direction (e.g., due to the forward power split coupled clutch  2130  and the reverse power split coupled clutch  2160  facilitating driving the vehicle in the forward and reverse modes separately while maintaining the direction of rotation of carrier  2118 , etc.). 
     According to an exemplary embodiment, transmission  2030  includes a gear set, shown as gear set  2220 , that couples output planetary  2120  to jack shaft  2034 . As shown in  FIG. 27 , gear set  2220  includes a first gear, shown as gear  2222 , coupled to ring gear  2124  of output planetary  2120 . Gear  2222  is in meshing engagement with a second gear, shown as gear  2224 , according to an exemplary embodiment. As shown in  FIG. 27 , gear  2224  is coupled to a third gear, shown as gear  2226 . In other embodiments, gear  2222  is directly coupled with gear  2226 . By way of example, gear set  2220  may not include gear  2224 , and gear  2222  may be directly coupled to (e.g., in meshing engagement with, etc.) gear  2226 . As shown in  FIG. 27 , output coupled clutch  2150  is positioned to selectively couple gear  2226  with jack shaft  2034  when engaged. With output coupled clutch  2150  disengaged, relative movement (e.g., rotation, etc.) occurs between gear  2226  and jack shaft  2034 . By way of example, output coupled clutch  2150  may be engaged to couple ring gear  2124  to jack shaft  2034 . Output brake  2170  is positioned to selectively limit the movement of ring gear  2124  when engaged to thereby also limit the movement of gear  2222 , gear  2224 , and gear  2226 , as well as jack shaft  2034  when output coupled clutch  2150  is engaged. 
     According to an exemplary embodiment, transmission  2030  includes a gear set, shown as gear set  2230 , that couples output planetary  2120  and output shaft  2032  to jack shaft  2034 . As shown in  FIG. 27 , gear set  2230  includes a first gear, shown as gear  2232 , coupled to output shaft  2032  and carrier  2128  of output planetary  2120 . In some embodiments, carrier  2128  is not directly coupled to carrier  2118 . Carrier  2128  is indirectly coupled to carrier  2118 , according to an exemplary embodiment (e.g., through gear set  2220 , jackshaft  2034 , output coupled clutch  2150 , at least one of forward power split coupled clutch  2130  and reverse power split coupled clutch  2160 , and at least one of gear set  2200  and gear set  2210 , etc.). Gear  2232  is in meshing engagement with a second gear, shown as gear  2234 , according to an exemplary embodiment. As shown in  FIG. 27 , gear  2234  is directly coupled to jack shaft  2034 . 
     According to the exemplary embodiment shown in  FIG. 28 , a control system  2300  for a vehicle (e.g., vehicle  2010 , etc.) includes a controller  2310 . In one embodiment, controller  2310  is configured to selectively engage, selectively disengage, or otherwise communicate with components of the vehicle according to various modes of operation. As shown in  FIG. 28 , controller  2310  is coupled to engine  2020 . In one embodiment, controller  2310  is configured to selectively engage engine  2020  (e.g., interface with a throttle thereof, etc.) such that an output of engine  2020  rotates at a target rate. Controller  2310  is coupled to first electromagnetic device  2040  and second electromagnetic device  2050 , according to an exemplary embodiment, and may send and receive signals therewith. By way of example, controller  2310  may send command signals relating to at least one of a target mode of operation, a target rotational speed, and a target rotation direction for first electromagnetic device  2040  and second electromagnetic device  2050 . As shown in  FIG. 28 , first electromagnetic device  2040  and second electromagnetic device  2050  are electrically coupled (e.g., by an electrical power transmission system, etc.). By way of example, power generated by first electromagnetic device  2040  may be utilized by second electromagnetic device  2050  (e.g., to provide an output torque as a motor, etc.), or power generated by second electromagnetic device  2050  may be utilized by first electromagnetic device  2040  (e.g., to provide an output torque as a motor, etc.). 
     According to an exemplary embodiment, the drive system  2100  may include an energy storage device (e.g., a battery, etc.). In such embodiments, the battery may be charged and recharged by an electromagnetic device that is generating power. The battery may supply the electromagnetic device that is motoring the vehicle to propel the vehicle. In some embodiments, the battery may always be utilized as part of the drive system  2100 . In other embodiments, the battery may be used only when excess generated power must be stored or excess power is required to motor the vehicle. 
     According to alternative embodiments, drive system  2100  may be configured to operate with first electromagnetic device  2040  and second electromagnetic device  2050 , and no additional sources of electrical power. Additional sources of electrical power include, for example, a battery and other energy storage devices. Without an energy storage device, first electromagnetic device  2040  and second electromagnetic device  2050  may operate in power balance. One of the electromagnetic devices may provide all of the electrical power required by the other electromagnetic device (as well as the electrical power required to offset power losses). First electromagnetic device  2040  and second electromagnetic device  2050  may operate without doing either of (a) providing electrical power to an energy storage device or (b) consuming electrical power from an energy storage device. Thus, the sum of the electrical power produced or consumed by first electromagnetic device  2040 , the electrical power produced or consumed by second electromagnetic device  2050 , and electrical power losses may be zero. According to the embodiment of  FIGS. 26-28 , two electromagnetic devices are shown. In other embodiments, the system includes three or more electromagnetic devices. 
     According to the exemplary embodiment shown in  FIG. 28 , control system  2300  includes a user interface  2320  that is coupled to controller  2310 . In one embodiment, user interface  2320  includes a display and an operator input. The display may be configured to display a graphical user interface, an image, an icon, or still other information. In one embodiment, the display includes a graphical user interface configured to provide general information about the vehicle (e.g., vehicle speed, fuel level, warning lights, etc.). The graphical user interface may be configured to also display a current mode of operation, various potential modes of operation, or still other information relating to transmission  2030  and/or drive system  2100 . By way of example, the graphical user interface may be configured to provide specific information regarding the operation of drive system  2100  (e.g., whether forward power split coupled clutch  2130 , input coupled clutch  2140 , output coupled clutch  2150 , reverse power split coupled clutch  2160 , and/or output brake  2170  are engaged or disengaged, a fault condition where at least one of forward power split coupled clutch  2130 , input coupled clutch  2140 , output coupled clutch  2150 , reverse power split coupled clutch  2160 , and/or output brake  2170  fail to engage or disengage in response to a command signal, etc.). 
     The operator input may be used by an operator to provide commands to at least one of engine  2020 , transmission  2030 , first electromagnetic device  2040 , second electromagnetic device  2050 , and drive system  2100  or still another component of the vehicle. The operator input may include one or more buttons, knobs, touchscreens, switches, levers, or handles. In one embodiment, an operator may press a button to change the mode of operation for at least one of transmission  2030 , and drive system  2100 , and the vehicle. The operator may be able to manually control some or all aspects of the operation of transmission  2030  using the display and the operator input. It should be understood that any type of display or input controls may be implemented with the systems and methods described herein. 
     Controller  2310  may be implemented as a general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital-signal-processor (DSP), circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. According to the exemplary embodiment shown in  FIG. 28 , controller  2310  includes a processing circuit  2312  and a memory  2314 . Processing circuit  2312  may include an ASIC, one or more FPGAs, a DSP, circuits containing one or more processing components, circuitry for supporting a microprocessor, a group of processing components, or other suitable electronic processing components. In some embodiments, processing circuit  2312  is configured to execute computer code stored in memory  2314  to facilitate the activities described herein. Memory  2314  may be any volatile or non-volatile computer-readable storage medium capable of storing data or computer code relating to the activities described herein. According to an exemplary embodiment, memory  2314  includes computer code modules (e.g., executable code, object code, source code, script code, machine code, etc.) configured for execution by processing circuit  2312 . Memory  2314  includes various actuation profiles corresponding to modes of operation (e.g., for transmission  2030 , for drive system  2100 , for a vehicle, etc.), according to an exemplary embodiment. In some embodiments, controller  2310  may represent a collection of processing devices (e.g., servers, data centers, etc.). In such cases, processing circuit  2312  represents the collective processors of the devices, and memory  2314  represents the collective storage devices of the devices. 
     Referring next to the exemplary embodiments shown in  FIGS. 29-36 , transmission  2030  is configured to operate according to a plurality of modes of operation. Various modes of operation for transmission  2030  are identified below in Table 3. In other embodiments, a vehicle having transmission  2030  is configured to operate according to the various modes of operation shown in  FIGS. 29-36  and identified below in Table 3. 
     
       
         
           
               
               
               
               
               
               
             
               
                 TABLE 3 
               
               
                   
               
               
                   
                 Forward 
                 Reverse 
                   
                   
                   
               
               
                   
                 Power Split 
                 Power Split 
                 Output 
                   
                 Input 
               
               
                   
                 Coupled 
                 Coupled 
                 Coupled 
                 Output 
                 Coupled 
               
               
                 Mode of 
                 Clutch 
                 Clutch 
                 Clutch 
                 Brake 
                 Clutch 
               
               
                 Operation 
                 2130 
                 2160 
                 2150 
                 2170 
                 2140 
               
               
                   
               
             
            
               
                 High Range 
                   
                 X 
                   
                   
                 X 
               
               
                 Reverse 
               
               
                 Mid Range 
                   
                 X 
                   
                 X 
               
               
                 Reverse 
               
               
                 Low Range 
                   
                 X 
                 X 
               
               
                 Reverse 
               
               
                 Neutral/ 
                 X 
                 X 
                 X 
                 X 
               
               
                 Vehicle Start 
                 (OR 2160) 
                 (OR 2130) 
               
               
                 Low Range 
                 X 
                   
                 X 
               
               
                 Forward 
               
               
                 Mid Range 
                 X 
                   
                   
                 X 
               
               
                 Forward 
               
               
                 High Range 
                 X 
                   
                   
                   
                 X 
               
               
                 Forward 
               
               
                   
               
            
           
         
       
     
     As shown in Table 3, an “X” represents a component of drive system  2100  (e.g., output brake  2170 , forward power split coupled clutch  2130 , etc.) that is engaged or closed during the respective modes of operation. 
     As shown in  FIGS. 29-30 , transmission  2030  is selectively reconfigured into a neutral/startup mode. The neutral/startup mode may provide a true neutral for transmission  2030 . In one embodiment, at least one of first electromagnetic device  2040  and second electromagnetic device  2050  include and/or are coupled to an energy storage device (e.g., a capacitor, a battery, etc.) configured to store energy (e.g., electrical energy, chemical energy, etc.) associated with drive system  2100 . In one embodiment, rotation of second electromagnetic device  2050  rotates connecting shaft  2036  to start engine  2020  (e.g., with input coupled clutch  2140  engaged, etc.). By way of example, second electromagnetic device  2050  may be configured to use the stored energy to start engine  2020  by providing a rotational mechanical energy input (e.g., a torque, etc.) to engine  2020  via connecting shaft  2036 . In another embodiment, rotation of first electromagnetic device  2040  rotates connecting shaft  2036  (e.g., where forward power split coupled clutch  2130  and reverse power split coupled clutch  2160  are engaged, etc.) to start engine  2020 . By way of example, first electromagnetic device  2040  may be configured to use the stored energy to start engine  2020  by providing a rotational mechanical energy input (e.g., a torque, etc.) to engine  2020 . 
     In an alternative embodiment, engine  2020  includes a traditional starting mechanism (e.g., a starter motor, etc.) configured to start engine  2020  (e.g., in response to a vehicle start request, in response to an engine start request, etc.). The vehicle start request and/or the engine start request may include a directive to turn the engine “on” from an “off” state. The vehicle may include at least one of a pushbutton, a graphical user interface, an ignition, and another device with which a user interacts to provide or trigger the vehicle start request and/or the engine start request. Engine  2020  may provide a rotational mechanical energy input to at least one of first electromagnetic device  2040  and/or second electromagnetic device  2050 . The first electromagnetic device  2040  and second electromagnetic device  2050  may be brought up to a threshold (e.g., a threshold speed, a threshold speed for a target period of time, a threshold power generation, a threshold power generation for a target period of time, etc.) that establishes a requisite DC bus voltage for controlling first electromagnetic device  2040  and/or second electromagnetic device  2050 . Both first electromagnetic device  2040  and second electromagnetic device  2050  may thereafter be activated and controlled within and/or to desired states. The power electronics of control system  2300  that control the motor-to-motor functions may be brought online during the neutral/startup mode. 
     As shown in  FIGS. 29-30  and Table 3, output coupled clutch  2150 , output brake  2170 , and at least one of forward power split coupled clutch  2130  and reverse power split coupled clutch  2160  are engaged when transmission  2030  is configured in the neutral/startup mode. According to an exemplary embodiment, engaging output brake  2170 , output coupled clutch  2150 , and at least one of forward power split coupled clutch  2130  and reverse power split coupled clutch  2160  selectively limits the rotational movement of portions of both power split planetary  2110  and output planetary  2120 . By way of example, engaging output brake  2170  may inhibit the rotational movement of ring gear  2124 , gear  2222 , gear  2224 , and gear  2226  such that each remains rotationally fixed. Engaging output coupled clutch  2150  may inhibit rotational movement of jack shaft  2034  such that jack shaft  2034  remains rotationally fixed (e.g., since gear  2226  is fixed and output coupled clutch  2150  is engaged, etc.). With jack shaft  2034  rotationally fixed, gear set  2230  becomes rotationally fixed, thereby isolating output shaft  2032  from engine  2020 , first electromagnetic device  2040 , and second electromagnetic device  2050  in the neutral/startup mode. Such isolation may substantially eliminate a forward lurch potential of the vehicle during startup (e.g., transmission  2030  does not provide an output torque to tires  2062  and/or tires  2072 , etc.). Engaging at least one of forward power split coupled clutch  2130  and reverse power split coupled clutch  2160  may inhibit rotational movement of gear set  2200  and/or gear set  2210 , respectively. Fixing gear set  2200  and/or gear set  2210  rotationally fixes carrier  2118 . 
     According to an exemplary embodiment, an energy flow path in the neutral/startup mode includes: first electromagnetic device  2040  providing a rotational mechanical energy input to sun gear  2112  that is received by the plurality of planetary gears  2116 ; the plurality of planetary gears  2116  rotating about central axes thereof (e.g., planetary gears  2116  may not rotate about sun gear  2112  because carrier  2118  may be rotationally fixed, etc.); the plurality of planetary gears  2116  conveying the rotational mechanical energy to ring gear  2114 ; ring gear  2114  transferring the rotational mechanical energy to connecting shaft  2036  such that the rotational mechanical energy provided by first electromagnetic device  2040  starts engine  2020 . In other embodiments, input coupled clutch  2140  is engaged in the neutral/startup mode such that rotational mechanical energy provided by second electromagnetic device  2050  to connecting shaft  2036  starts engine  2020 . 
     An alternative energy flow path in the neutral/startup mode may include starting engine  2020  with a traditional starting mechanism, engine  2020  providing a rotational mechanical energy input to ring gear  2114  that is received by the plurality of planetary gears  2116 ; the plurality of planetary gears  2116  rotating about central axes thereof (e.g., planetary gears  2116  may or may not rotate about sun gear  2112  because carrier  2118  may or may not be rotationally fixed, etc.); the plurality of planetary gears  2116  conveying the rotational mechanical energy to sun gear  2112 ; and sun gear  2112  conveying the rotational mechanical energy to first electromagnetic device  2040  to bring first electromagnetic device  2040  up to the threshold for establishing a requisite DC bus voltage and controlling first electromagnetic device  2040  and/or second electromagnetic device  2050  in a desired state. By way of example, the neutral/startup mode may be used to start engine  2020 , establish a requisite DC bus voltage, or otherwise export power without relying on controller  2310  to engage first electromagnetic device  2040  and/or second electromagnetic device  2050 . Transmission  2030  may provide increased export power potential relative to traditional transmission systems. 
     As shown in  FIG. 31 , transmission  2030  is selectively reconfigured into a low range forward mode of operation such that transmission  2030  allows for a low output speed operation with a high output torque in a forward driving direction. The low range forward mode increases a vehicle&#39;s gradability (e.g., facilitates the vehicle maintaining speed on a grade, etc.). In one embodiment, engine  2020  provides a rotational mechanical energy input to transmission  2030  such that first electromagnetic device  2040  generates electrical power and second electromagnetic device  2050  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  2020  and second electromagnetic device  2050  provide a rotational mechanical energy input to drive at least one of tires  2062  and tires  2072 . In an alternative embodiment, first electromagnetic device  2040  operates as a motor and second electromagnetic device  2050  operates as a generator when transmission  2030  is configured in the low range forward mode. In still another alternative embodiment, both first electromagnetic device  2040  and second electromagnetic device  2050  operate as a generator in the low range forward mode. 
     As shown in  FIG. 31  and Table 3, forward power split coupled clutch  2130  and output coupled clutch  2150  are engaged when transmission  2030  is configured in the low range forward mode. As shown in  FIG. 31 , forward power split coupled clutch  2130  and output coupled clutch  2150  couple carrier  2118  of power split planetary  2110  to ring gear  2124  of output planetary  2120  (e.g., via gear set  2220 , etc.), carrier  2128  of output planetary  2120 , and output shaft  2032  (via gear set  2230 , etc.). Accordingly, when engine  2020  provides a rotational mechanical energy input to transmission  2030 , at least one of engine  2020  and second electromagnetic device  2050  drive output shaft  2032  via the interaction of jack shaft  2034  and output planetary  2120  with gear set  2230 , respectively. According to the exemplary embodiment shown in  FIG. 31 , an energy flow path for the low range forward mode includes: engine  2020  providing a rotational mechanical energy input to connecting shaft  2036 ; connecting shaft  2036  conveying the rotational mechanical energy to ring gear  2114 ; ring gear  2114  causing the plurality of planetary gears  2116  to rotate about central axes thereof, as well as about sun gear  2112  such that both carrier  2118  and sun gear  2112  rotate; and the rotation of sun gear  2112  driving first electromagnetic device  2040  such that it operates as a generator (e.g., generates electrical energy, etc.). 
     Referring still to  FIG. 31 , the rotation of carrier  2118  drives gear set  2200 , causing jack shaft  2034  to rotate. Jack shaft  2034  drives both gear set  2220  and gear set  2230 . Gear set  2220  conveys the rotational input to ring gear  2124  to rotate the plurality of planetary gears  2126  about a central axis thereof. In one embodiment, second electromagnetic device  2050  receives electrical energy generated by first electromagnetic device  2040 . Accordingly, second electromagnetic device  2050  operates as a motor, providing a rotational mechanical energy input to sun gear  2122 . The sun gear  2122  conveys the rotational mechanical energy from the second electromagnetic device  2050  to the plurality of planetary gears  2126  such that each further rotates about the central axis thereof. The plurality of planetary gears  2126  drive carrier  2128 , and the rotation of carrier  2128  drives gear  2232 . Jack shaft  2034  drives gear  2234  of gear set  2230 , which in turn drives gear  2232 . The rotational energy provided to gear  2232  (e.g., from gear  2234  and carrier  2128 , etc.) drives output shaft  2032 . According to the exemplary embodiment shown in  FIG. 31 , gear set  2230  transfers a torque to output shaft  2032  with forward power split coupled clutch  2130  and output coupled clutch  2150  engaged. As such, at least one of engine  2020  and second electromagnetic device  2050  move a vehicle at a low speed (e.g., in a forward direction, etc.) with a high output torque during the low range forward mode. 
     As shown in  FIG. 32 , transmission  2030  is selectively reconfigured into a mid range forward mode of operation. In the mid range forward mode of operation, transmission  2030  may facilitate a mid range output speed operation (e.g., in a forward direction of travel, etc.). The speed range associated with the mid range mode of operation may be larger than that of traditional transmissions (i.e., transmission  2030  may provide increased coverage in the mid range, etc.). The mid range forward mode may improve low output speed torque and high output speed power. In one embodiment, engine  2020  provides a rotational mechanical energy input such that first electromagnetic device  2040  generates electrical power, and second electromagnetic device  2050  uses the generated electrical power to provide a rotational mechanical energy output. Second electromagnetic device  2050  thereby provides a rotational mechanical energy input to drive at least one of tires  2062  and tires  2072 . In an alternative embodiment, second electromagnetic device  2050  operates as a generator while first electromagnetic device  2040  operates as a motor when transmission  2030  is configured in the mid range forward mode. In still another alternative embodiment, both first electromagnetic device  2040  and second electromagnetic device  2050  operate as a generator in the mid range forward mode. 
     As shown in  FIG. 32  and Table 3, forward power split coupled clutch  2130  and output brake  2170  are engaged when transmission  2030  is configured in the mid range forward mode. As shown in  FIG. 32 , output brake  2170  inhibits the rotation of ring gear  2124  and gear set  2220  (e.g., gear  2222 , gear  2224 , gear  2226 , etc.). Output brake  2170  thereby rotationally fixes ring gear  2124  and gear set  2220 . In one embodiment, engaging output brake  2170  substantially eliminates a power dip between output and input modes of transmission  2030 . According to the exemplary embodiment shown in  FIG. 32 , an energy flow path for the mid range forward mode includes: engine  2020  providing a rotational mechanical energy input to connecting shaft  2036  that is conveyed to ring gear  2114 ; ring gear  2114  driving the plurality of planetary gears  2116  to rotate about central axes thereof, as well as about sun gear  2112  such that both carrier  2118  and sun gear  2112  rotate; and the rotation of sun gear  2112  driving first electromagnetic device  2040  such that it operates as a generator (e.g., generates electrical energy, etc.). 
     With ring gear  2124  fixed by output brake  2170 , second electromagnetic device  2050  operates as a motor. In one embodiment, first electromagnetic device  2040  operates as a generator, converting a rotational mechanical energy from sun gear  2112  into electrical energy. Second electromagnetic device  2050  receives the electrical energy generated by first electromagnetic device  2040 . Accordingly, second electromagnetic device  2050  operates as a motor, providing a rotational mechanical energy input to sun gear  2122 . The sun gear  2122  conveys the rotational mechanical torque to the plurality of planetary gears  2126  such that each rotates about sun gear  2122 . The rotation of the plurality of planetary gears  2126  (e.g., effected by sun gear  2122 , etc.) drives carrier  2128  and thereby gear  2232 . 
     Referring still to  FIG. 32 , the rotation of carrier  2118  drives gear set  2200  causing jack shaft  2034  to rotate. Jack shaft  2034  drives gear  2234  of gear set  2230 , which in turn further drives gear  2232 . Gear  2232  then provides the rotational mechanical energy from engine  2020  to output shaft  2032 . As shown in  FIG. 32 , forward power split coupled clutch  2130  couples carrier  2118  to output shaft  2032  such that the rotational mechanical energy of carrier  2118 , received from engine  2020 , and the rotational mechanical energy of carrier  2128 , received from second electromagnetic device  2050 , drives output shaft  2032  at a mid range output speed and may thereby drive a vehicle at a mid range output speed. 
     As shown in  FIG. 33 , transmission  2030  is selectively reconfigured into a high range forward mode of operation such that transmission  2030  allows for a high output speed operation (e.g., in a forward direction of travel, etc.). In one embodiment, engine  2020  provides a rotational mechanical energy input such that second electromagnetic device  2050  generates electrical power while first electromagnetic device  2040  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  2020  and first electromagnetic device  2040  provide rotational mechanical energy to drive at least one of tires  2062  and tires  2072 . In an alternative embodiment, first electromagnetic device  2040  operates as a generator and second electromagnetic device  2050  operates as a motor when transmission  2030  is configured in the high range forward mode. 
     As shown in  FIG. 33  and Table 3, forward power split coupled clutch  2130  and input coupled clutch  2140  are engaged when transmission  2030  is configured in the high range forward mode. As shown in  FIG. 33 , the engagement of input coupled clutch  2140  with connecting shaft  2036  rotationally couples engine  2020  and second electromagnetic device  2050 . By way of example, engine  2020  may provide a rotational mechanical energy input to connecting shaft  2036  such that second electromagnetic device  2050  generates electrical energy. In one embodiment, first electromagnetic device  2040  receives the electrical energy generated by second electromagnetic device  2050 . First electromagnetic device  2040  operates as a motor, providing a rotational mechanical energy input to sun gear  2112  that drives the plurality of planetary gears  2116  and carrier  2118 . 
     Referring still to  FIG. 33 , power from engine  2020  is transferred to ring gear  2114  and the plurality of planetary gears  2116 . The plurality of planetary gears  2116  are driven by at least one of engine  2020  (e.g., via ring gear  2114 , etc.) and first electromagnetic device  2040  (e.g., via sun gear  2112 , etc.). Carrier  2118  rotates, which drives gear set  2200 . As shown in  FIG. 33 , forward power split coupled clutch  2130  couples gear set  2200  to output shaft  2032  (e.g., via jack shaft  2034  and gear set  2230 , etc.) such that the rotational mechanical energy provided by engine  2020  and first electromagnetic device  2040  drives a vehicle at a high range speed. 
     As shown in  FIG. 34 , transmission  2030  is selectively reconfigured into a low range reverse mode of operation. In one embodiment, engine  2020  provides a rotational mechanical energy input to transmission  2030  such that first electromagnetic device  2040  generates electrical power and second electromagnetic device  2050  uses the generated electrical power to provide a rotational mechanical energy input to transmission  2030 . As such, at least one of engine  2020  and second electromagnetic device  2050  provide rotational mechanical energy to drive at least one of tires  2062  and tires  2072  in a reverse direction (e.g., backwards, etc.). In an alternative embodiment, first electromagnetic device  2040  operates as a motor and second electromagnetic device  2050  operates as a generator when transmission  2030  is configured in the low range reverse mode. 
     As shown in  FIG. 34  and Table 3, reverse power split coupled clutch  2160  and output coupled clutch  2150  are engaged when transmission  2030  is configured in the low range reverse mode. As shown in  FIG. 34 , the low range reverse mode is substantially similar to the low range forward mode of  FIG. 31  except that forward power split coupled clutch  2130  is disengaged decoupling gear set  2200  from jack shaft  2034  and reverse power split coupled clutch  2160  is engaged coupling gear set  2210  to jack shaft  2034 . According to an exemplary embodiment, the three gear arrangement of gear set  2210  facilitates driving jack shaft  2034  in an opposing direction relative to the two gear arrangement of gear set  2200 . Thus, gear set  2210  causes engine  2020  to drive output shaft  2032  in an opposite direction (i.e., relative to the low range forward mode) causing a vehicle to drive in a reverse direction (e.g., backwards, etc.). In the low range reverse mode, second electromagnetic device  2050  may provide a rotational mechanical energy output in an opposite direction as compared to the low range forward mode of  FIG. 31 . 
     As shown in  FIG. 35 , transmission  2030  is selectively reconfigured into amid range reverse mode of operation. The speed range associated with the mid range reverse mode of operation may be larger than that of traditional transmissions (i.e., transmission  2030  may provide increased coverage in the mid range, etc.). In one embodiment, engine  2020  provides a rotational mechanical energy input to transmission  2030  such that first electromagnetic device  2040  generates electrical power and second electromagnetic device  2050  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  2020  and second electromagnetic device  2050  provide rotational mechanical energy to drive at least one of tires  2062  and tires  2072  in a reverse direction (e.g., backwards, etc.). In an alternative embodiment, first electromagnetic device  2040  operates as a motor and second electromagnetic device  2050  operates as a generator when transmission  2030  is configured in the mid range reverse mode. 
     As shown in  FIG. 35  and Table 3, reverse power split coupled clutch  2160  and output brake  2170  are engaged when transmission  2030  is configured in the mid range reverse mode. As shown in  FIG. 35 , the mid range reverse mode is substantially similar to the mid range forward mode of  FIG. 32  except that forward power split coupled clutch  2130  is disengaged decoupling gear set  2200  from jack shaft  2034  and reverse power split coupled clutch  2160  is engaged coupling gear set  2210  to jack shaft  2034 . According to an example embodiment, the three gear arrangement of gear set  2210  facilitates driving jack shaft  2034  in an opposing direction relative to the two gear arrangement of gear set  2200 . Thus, gear set  2210  causes engine  2020  to drive output shaft  2032  in an opposite direction (i.e., relative to the mid range forward mode) causing a vehicle to drive in a reverse direction (e.g., backwards, etc.). In the mid range reverse mode, second electromagnetic device  2050  may provide a rotational mechanical energy output in an opposite direction as compared to the mid range forward mode of  FIG. 32 . 
     As shown in  FIG. 36 , transmission  2030  is selectively reconfigured into a high range reverse mode of operation. In one embodiment, engine  2020  provides a rotational mechanical energy input to transmission  2030  such that second electromagnetic device  2050  generates electrical power and first electromagnetic device  2040  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  2020  and first electromagnetic device  2040  provide rotational mechanical energy to drive at least one of tires  2062  and tires  2072  in a reverse direction (e.g., backwards, etc.). In an alternative embodiment, second electromagnetic device  2050  operates as a motor and first electromagnetic device  2040  operates as a generator when transmission  2030  is configured in the high range reverse mode. 
     As shown in  FIG. 36  and Table 3, reverse power split coupled clutch  2160  and input coupled clutch  2140  are engaged when transmission  2030  is configured in the high range reverse mode. As shown in  FIG. 36 , the high speed reverse range mode is substantially similar to the high range forward mode of  FIG. 33  except that forward power split coupled clutch  2130  is disengaged decoupling gear set  2200  from jack shaft  2034  and reverse power split coupled clutch  2160  is engaged coupling gear set  2210  to jack shaft  2034 . According to an example embodiment, the three gear arrangement of gear set  2210  facilitates driving jack shaft  2034  in an opposing direction relative to the two gear arrangement of gear set  2200 . Thus, gear set  2210  causes engine  2020  and first electromagnetic device  2040  to drive output shaft  2032  in an opposite direction (i.e., relative to the high range forward mode) causing a vehicle to drive in a reverse direction (e.g., backwards, etc.). 
     According to an example embodiment, the drive system  2100  does not experience a subtraction effect during the reverse modes of operation since the jack shaft  2034  is able to be driven in an opposite direction (e.g., relative to the forward modes, etc.) due to the three gear arrangement of gear set  2210 . The opposite rotation of jack shaft  2034  drives output shaft  2032  (e.g., via gear set  2230 , etc.) in an opposing direction (e.g., relative to the forward modes, etc.). Also, second electromagnetic device  2050  may provide an input to output planetary  2120  such that the rotational direction of carrier  2128  matches that of gear  2232  such that both inputs driving output shaft  2032  (e.g., from engine  2020  and second electromagnetic device  2050 , etc.) are additive, not subtractive. Further, first electromagnetic device  2040  may provide an input to power split planetary  2110  to be additive to the input of engine  2020  provided to power split planetary  2110  via connecting shaft  2036 . 
     According to an alternative embodiment, engine  2020  does not provide a rotational mechanical energy input to drive a vehicle. By way of example, first electromagnetic device  2040 , second electromagnetic device  2050 , and/or another device may store energy during the above mentioned modes of operation. When sufficient energy is stored (e.g., above a threshold level, etc.), at least one of first electromagnetic device  2040  and second electromagnetic device  2050  may provide a rotational mechanical energy output such that the vehicle is driven without an input from engine  2020  (e.g., an electric mode, etc.). 
     According to the exemplary embodiment shown in  FIG. 37 , an alternative drive system  2100  for a vehicle does not include reverse power split coupled clutch  2160  or gear set  2210 . Further, power split coupled clutch  2130  is relocated from being coupled to gear set  2200  to gear set  2230  in the alternative drive system  2100 . Referring next to the exemplary embodiment shown in  FIGS. 38-41 , transmission  2030  is configured to operate according to a plurality of modes of operation. Various modes of operation for transmission  2030  of  FIG. 37  are identified below in Table 4. In other embodiments, a vehicle having transmission  2030  is configured to operate according to the various modes of operation shown in  FIGS. 38-41  and identified below in Table 4. 
     
       
         
           
               
               
               
               
               
               
             
               
                   
                 TABLE 4 
               
               
                   
                   
               
               
                   
                   
                 Power Split 
                 Output 
                   
                 Input 
               
               
                   
                   
                 Coupled 
                 Coupled 
                 Output 
                 Coupled 
               
               
                   
                 Mode of 
                 Clutch 
                 Clutch 
                 Brake 
                 Clutch 
               
               
                   
                 Operation 
                 2130 
                 2150 
                 2170 
                 2140 
               
               
                   
                   
               
             
            
               
                   
                 Neutral/ 
                   
                 X 
                 X 
                   
               
               
                   
                 Vehicle Start 
               
               
                   
                 Low Range 
                 X 
                 X 
               
               
                   
                 Mid Range 
                 X 
                   
                 X 
               
               
                   
                 High Range 
                 X 
                   
                   
                 X 
               
               
                   
                   
               
            
           
         
       
     
     As shown in Table 4, an “X” represents a component of drive system  2100  (e.g., output brake  2170 , power split coupled clutch  2130 , etc.) that is engaged or closed during the respective modes of operation. 
     As shown in  FIG. 38 , transmission  2030  is selectively reconfigured into a neutral/startup mode. In one embodiment, at least one of first electromagnetic device  2040  and second electromagnetic device  2050  include and/or are coupled an energy storage device (e.g., a capacitor, a battery, etc.) configured to store energy (e.g., electrical energy, chemical energy, etc.) associated with drive system  2100 . In one embodiment, rotation of second electromagnetic device  2050  rotates connecting shaft  2036  to start engine  2020  (e.g., with input coupled clutch  2140  engaged, etc.). By way of example, second electromagnetic device  2050  may be configured to use the stored energy to start engine  2020  by providing a rotational mechanical energy input (e.g., a torque, etc.) to engine  2020  via connecting shaft  2036 . In another embodiment, rotation of first electromagnetic device  2040  rotates connecting shaft  2036  to start engine  2020 . By way of example, first electromagnetic device  2040  may be configured to use the stored energy to start engine  2020  by providing a rotational mechanical energy input (e.g., a torque, etc.) to engine  2020 . 
     As shown in  FIG. 38  and Table 4, output coupled clutch  2150  and output brake  2170  are engaged when transmission  2030  is configured in the neutral/startup mode. According to an exemplary embodiment, engaging output brake  2170  and output coupled clutch  2150  selectively limits the rotational movement of portions of both power split planetary  2110  and output planetary  2120 . By way of example, engaging output brake  2170  may inhibit the rotational movement of ring gear  2124 , gear  2222 , gear  2224 , and gear  2226  such that each remains rotationally fixed. Engaging output coupled clutch  2150  may inhibit rotational movement of jack shaft  2034  such that jack shaft  2034  remains rotationally fixed (e.g., since gear  2226  is fixed and output coupled clutch  2150  is engaged, etc.). With jack shaft  2034  rotationally fixed, gear set  2230  becomes rotationally fixed, thereby isolating output shaft  2032  from engine  2020 , first electromagnetic device  2040 , and second electromagnetic device  2050  in the neutral/startup mode. Such isolation may substantially eliminate a forward lurch potential of the vehicle (e.g., transmission  2030  does not provide an output torque to tires  2062  and/or tires  2072 , etc.). Rotationally fixing jack shaft  2034  may inhibit rotational movement of gear set  2200 . Fixing gear set  2200  rotationally fixes carrier  2118 . 
     According to an exemplary embodiment, an energy flow path in the neutral/startup mode includes: first electromagnetic device  2040  providing a rotational mechanical energy input to sun gear  2112  that is received by the plurality of planetary gears  2116 ; the plurality of planetary gears  2116  rotating about central axes thereof (e.g., planetary gears  2116  may not rotate about sun gear  2112  because carrier  2118  may be rotationally fixed, etc.); the plurality of planetary gears  2116  conveying the rotational mechanical energy to ring gear  2114 ; ring gear  2114  transferring the rotational mechanical energy to connecting shaft  2036  such that the rotational mechanical energy provided by first electromagnetic device  2040  starts engine  2020 . In other embodiments, input coupled clutch  2140  is engaged in the neutral/startup mode such that rotational mechanical energy provided by second electromagnetic device  2050  to connecting shaft  2036  starts engine  2020 . 
     As shown in  FIG. 39 , transmission  2030  is selectively reconfigured into a low range mode of operation such that transmission  2030  allows for a low output speed operation with a high output torque in either a forward driving direction or a reverse driving direction. The low range mode increases a vehicle&#39;s gradability (e.g., facilitates the vehicle maintaining speed on a grade, etc.). In one embodiment, engine  2020  provides a rotational mechanical energy input to transmission  2030  such that first electromagnetic device  2040  generates electrical power and second electromagnetic device  2050  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  2020  and second electromagnetic device  2050  provide rotational mechanical energy to drive at least one of tires  2062  and tires  2072 . In an alternative embodiment, first electromagnetic device  2040  operates as a motor and second electromagnetic device  2050  operates as a generator when transmission  2030  is configured in the low range mode. In still another alternative embodiment, both first electromagnetic device  2040  and second electromagnetic device  2050  operate as a generator in the low range mode. 
     As shown in  FIG. 39  and Table 4, power split coupled clutch  2130  and output coupled clutch  2150  are engaged when transmission  2030  is configured in the low range mode. As shown in  FIG. 39 , power split coupled clutch  2130  and output coupled clutch  2150  couple carrier  2118  of power split planetary  2110  to ring gear  2124  of output planetary  2120  (e.g., via gear set  2220 , etc.), and output shaft  2032  (via gear set  2230 , etc.). Accordingly, when engine  2020  provides a rotational mechanical energy input to transmission  2030 , at least one of engine  2020  and second electromagnetic device  2050  drive output shaft  2032  via the interaction of jack shaft  2034  and output planetary  2120  with gear set  2230 , respectively. According to the exemplary embodiment shown in  FIG. 39 , an energy flow path for the low range mode includes: engine  2020  providing a rotational mechanical energy input to connecting shaft  2036 ; connecting shaft  2036  conveying the rotational mechanical energy to ring gear  2114 ; ring gear  2114  causing the plurality of planetary gears  2116  to rotate about central axes thereof, as well as about sun gear  2112  such that both carrier  2118  and sun gear  2112  rotate; and the rotation of sun gear  2112  driving first electromagnetic device  2040  such that it operates as a generator (e.g., generates electrical energy, etc.). 
     Referring still to  FIG. 39 , the rotation of carrier  2118  drives gear set  2200 , causing jack shaft  2034  to rotate. Jack shaft  2034  drives both gear set  2220  and gear set  2230 . Gear set  2220  conveys the rotational input to ring gear  2124  to rotate the plurality of planetary gears  2126  about a central axis thereof. In one embodiment, second electromagnetic device  2050  receives electrical energy generated by first electromagnetic device  2040 . Accordingly, second electromagnetic device  2050  operates as a motor, providing a rotational mechanical energy input to sun gear  2122 . The sun gear  2122  conveys the rotational mechanical energy from the second electromagnetic device  2050  to the plurality of planetary gears  2126  such that each further rotates about the central axis thereof. The plurality of planetary gears  2126  drive carrier  2128 , and the rotation of carrier  2128  drives gear  2232 . Jack shaft  2034  drives gear  2234  of gear set  2230 , which in turn drives gear  2232 . The rotational energy provided to gear  2232  (e.g., from gear  2234  and carrier  2128 , etc.) drives output shaft  2032 . 
     As shown in  FIG. 40 , transmission  2030  is selectively reconfigured into a mid range mode of operation such that transmission  2030  allows for a mid range output speed operation (e.g., in a forward direction of travel, in a reverse direction of travel, etc.). The mid range mode may improve low output speed torque and high output speed power. In one embodiment, engine  2020  provides a rotational mechanical energy input such that first electromagnetic device  2040  generates electrical power, and second electromagnetic device  2050  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  2020  and second electromagnetic device  2050  thereby provide rotational mechanical energy to drive at least one of tires  2062  and tires  2072 . In an alternative embodiment, second electromagnetic device  2050  operates as a generator while first electromagnetic device  2040  operates as a motor when transmission  2030  is configured in the mid range mode. In still another alternative embodiment, both first electromagnetic device  2040  and second electromagnetic device  2050  operate as a generator in the mid range mode. 
     As shown in  FIG. 40  and Table 4, power split coupled clutch  2130  and output brake  2170  are engaged when transmission  2030  is configured in the mid range mode. As shown in  FIG. 40 , output brake  2170  inhibits the rotation of ring gear  2124  and gear set  2220  (e.g., gear  2222 , gear  2224 , gear  2226 , etc.). Output brake  2170  thereby rotationally fixes ring gear  2124  and gear set  2220 . In one embodiment, engaging output brake  2170  substantially eliminates a power dip between output and input modes of transmission  2030 . According to the exemplary embodiment shown in  FIG. 40 , an energy flow path for the mid range mode includes: engine  2020  providing a rotational mechanical energy input to connecting shaft  2036  that is conveyed to ring gear  2114 ; ring gear  2114  driving the plurality of planetary gears  2116  to rotate about central axes thereof, as well as about sun gear  2112  such that both carrier  2118  and sun gear  2112  rotate; and the rotation of sun gear  2112  driving first electromagnetic device  2040  such that it operates as a generator (e.g., generates electrical energy, etc.). 
     With ring gear  2124  fixed by output brake  2170 , second electromagnetic device  2050  operates as a motor. In one embodiment, first electromagnetic device  2040  operates as a generator, converting a rotational mechanical energy from sun gear  2112  into electrical energy. Second electromagnetic device  2050  receives the electrical energy generated by first electromagnetic device  2040 . Accordingly, second electromagnetic device  2050  operates as a motor, providing a rotational mechanical energy input to sun gear  2122 . The sun gear  2122  conveys the rotational mechanical torque to the plurality of planetary gears  2126  such that each rotates about sun gear  2122 . The rotation of the plurality of planetary gears  2126  (e.g., effected by sun gear  2122 , etc.) drives carrier  2128  and thereby gear  2232 . 
     Referring still to  FIG. 40 , the rotation of carrier  2118  drives gear set  2200  causing jack shaft  2034  to rotate. Jack shaft  2034  drives gear  2234  of gear set  2230 , which in turn further drives gear  2232 . Gear  2232  then provides the rotational mechanical energy from engine  2020  and second electromagnetic device  2050  to output shaft  2032 . As shown in  FIG. 40 , power split coupled clutch  2130  couples carrier  2118  to output shaft  2032  such that the rotational mechanical energy of carrier  2118 , received from engine  2020 , and the rotational mechanical energy of carrier  2128 , received from second electromagnetic device  2050 , drives output shaft  2032  at a mid range output speed and may thereby drive a vehicle at a mid range output speed. 
     As shown in  FIG. 41 , transmission  2030  is selectively reconfigured into a high range mode of operation such that transmission  2030  allows for a high output speed operation (e.g., in a forward direction of travel, in a reverse direction of travel, etc.). In one embodiment, engine  2020  provides a rotational mechanical energy input such that second electromagnetic device  2050  generates electrical power while first electromagnetic device  2040  uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine  2020  and first electromagnetic device  2040  provide rotational mechanical energy to drive at least one of tires  2062  and tires  2072 . In an alternative embodiment, first electromagnetic device  2040  operates as a generator and second electromagnetic device  2050  operates as a motor when transmission  2030  is configured in the high range forward mode. 
     As shown in  FIG. 41  and Table 4, power split coupled clutch  2130  and input coupled clutch  2140  are engaged when transmission  2030  is configured in the high range mode. As shown in  FIG. 41 , the engagement of input coupled clutch  2140  with connecting shaft  2036  rotationally couples engine  2020  and second electromagnetic device  2050 . By way of example, engine  2020  may provide a rotational mechanical energy input to connecting shaft  2036  such that second electromagnetic device  2050  generates electrical energy. In one embodiment, first electromagnetic device  2040  receives the electrical energy generated by second electromagnetic device  2050 . First electromagnetic device  2040  operates as a motor, providing a rotational mechanical energy input to sun gear  2112  that drives the plurality of planetary gears  2116  and carrier  2118 . 
     Referring still to  FIG. 41 , power from engine  2020  is transferred to ring gear  2114  and the plurality of planetary gears  2116 . The plurality of planetary gears  2116  are driven by at least one of engine  2020  (e.g., via ring gear  2114 , etc.) and first electromagnetic device  2040  (e.g., via sun gear  2112 , etc.). Carrier  2118  rotates, which drives gear set  2200 . As shown in  FIG. 41 , power split coupled clutch  2130  couples power split planetary  2110  to output shaft  2032  (e.g., via gear set  2200 , jack shaft  2034 , and gear set  2230 , etc.) such that the rotational mechanical energy provided by engine  2020  and first electromagnetic device  2040  drives a vehicle at a high range speed. 
     According to an exemplary embodiment of the alternative drive system  2100  of  FIGS. 37-41 , engine  2020  and at least one of first electromagnetic device  2040  and second electromagnetic device  2050  drive output shaft  2032  in the same direction (e.g., causing forward movement of the vehicle, etc.). According to another exemplary embodiment of the alternative drive system  2100  of  FIGS. 37-41 , the engine  2020  and at least one of first electromagnetic device  2040  and second electromagnetic device  2050  drive output shaft  2032  is opposing directions (e.g., second electromagnetic device  2050  drives output shaft  2032  faster in an opposing direction causing backward movement of the vehicle, etc.). 
     Although the figures may show a specific order of method steps, the order of the steps may differ from what is depicted. Also two or more steps may be performed concurrently or with partial concurrence. Such variation will depend on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure. 
     Likewise, software implementations could be accomplished with standard programming techniques with rule-based logic and other logic to accomplish the various connection steps, processing steps, comparison steps, and decision steps. 
     As utilized herein, the terms “approximately,” “about,” “substantially,” and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the invention as recited in the appended claims. 
     It should be noted that the terms “exemplary” and “example” as used herein to describe various embodiments is intended to indicate that such embodiments are possible examples, representations, and/or illustrations of possible embodiments (and such term is not intended to connote that such embodiments are necessarily extraordinary or superlative examples). 
     The terms “coupled,” “connected,” and the like, as used herein, mean the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent, etc.) or moveable (e.g., removable, releasable, etc.). Such joining may be achieved with the two members or the two members and any additional intermediate members being integrally formed as a single unitary body with one another or with the two members or the two members and any additional intermediate members being attached to one another. 
     References herein to the positions of elements (e.g., “top,” “bottom,” “above,” “below,” “between,” etc.) are merely used to describe the orientation of various elements in the figures. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure. 
     Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list. Conjunctive language such as the phrase “at least one of X, Y, and Z,” unless specifically stated otherwise, is otherwise understood with the context as used in general to convey that an item, term, etc. may be either X, Y, Z, X and Y, X and Z, Y and Z, or X, Y, and Z (i.e., any combination of X, Y, and Z). Thus, such conjunctive language is not generally intended to imply that certain embodiments require at least one of X, at least one of Y, and at least one of Z to each be present, unless otherwise indicated. 
     It is important to note that the construction and arrangement of the systems as shown in the exemplary embodiments is illustrative only. Although only a few embodiments of the present disclosure have been described in detail, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements. It should be noted that the elements and/or assemblies of the components described herein may be constructed from any of a wide variety of materials that provide sufficient strength or durability, in any of a wide variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of the present inventions. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions, and arrangement of the preferred and other exemplary embodiments without departing from scope of the present disclosure or from the spirit of the appended claims.