Abstract: A method of controlling an electric motor of a vehicle includes monitoring torque command signals from a vehicle system to the electric motor, each torque command signal configured to cause the electric motor to output a commanded torque, and monitoring a speed of the vehicle and an output torque of the electric motor, the output torque responsive to a drive signal generated based on the torque command signals. The method also includes, based on the output torque and the vehicle speed indicating a low motor efficiency condition, modulating the drive signal between a first torque value and a second torque value that is less than the first torque value, the first torque value greater than the commanded torque and selected to increase an efficiency of the electric motor.

Abstract: An electrical passenger car, the electrical passenger car including: at least two electrically driven motors; motor control electronics; sensors; and wheels, where the wheels include a first wheel and a second wheel, where the second wheel has a radius at least 7% greater than a radius of the first wheel, and where the motor control electronics control the at least two electrically driven motors to provide a greater torque to the second wheel than to the first wheel.

Abstract: Methods and system are described for changing a driveline gear range from a higher gear range to a lower gear range. The driveline may include two electric machines and four clutches in a four wheel drive configuration. The methods and systems permit a driveline to change from a higher gear range to a lower gear range without stopping a vehicle.

Abstract: Methods and system are described for changing a driveline gear range from a higher gear range to a lower gear range. The driveline may include two electric machines and four clutches in a four wheel drive configuration. The methods and systems permit a driveline to change from a higher gear range to a lower gear range without stopping a vehicle.

Abstract: The present disclosure relates to a hybrid vehicle control device, a system including the same, and a method thereof. The hybrid vehicle control device according to an embodiment of the present disclosure includes a processor and storage. The processor sets a target engine speed and determines presence or absence of a kick down shift based on the vehicle driving situation, and performs engine clutch engagement control according to a result of the kick down shift. The storage stores the vehicle driving situation and a result of the determination of the presence or absence of the kick down shift.

Abstract: A shift range control apparatus switching a shift range by controlling a drive of a motor, the shift range control apparatus includes: an idle running determiner that is configured to determine whether a rotation state of the motor is an idle running state in which the motor rotates within a range of play existing between a motor shaft being a rotation shaft of the motor and an output shaft to which a rotation of the motor is transmitted; and a current limiter that is configured to limit a current of the motor when it is determined that the rotation state of the motor is the idle running state.

Abstract: While a vehicle is coasting with an engine being automatically stopped and a power transmission path between the engine and wheels being disengaged, when a deceleration request is made and the engine is restarted with the power transmission path being engaged, a deceleration level increases relative to the deceleration level required by a driver or the vehicle, thereby lowering drivability.

Abstract: In a motor vehicle, an accelerator operation amount is changed among a first region, a second region, and a third region. The motor vehicle is configured to perform a first control that applies a braking force to the vehicle when the accelerator operation amount is at least in the first region or in the second region or to perform a second control that applies a smaller braking force to the vehicle than the braking force applied by the first control when the accelerator operation amount is in the first region or in the second region. The motor vehicle is also configured to continue execution of the first control without changing over control to the second control, when an execution request for the second control is given during execution of the first control in the second region of the accelerator operation amount.

Abstract: There is provided a configuration, including a storage unit that stores a theoretical driving wheel rotating speed based on a correspondence relationship with a predetermined engine speed in each gear stage of a transmission of a vehicle; gear stage detection means for detecting the gear stage when currently travelling; engine speed detection means for detecting an engine speed; driving wheel rotating speed detection means for detecting a driving wheel rotating speed; and torque control means for controlling output torque, in which the output torque is increased so that a current driving wheel rotating speed becomes close to the theoretical driving wheel rotating speed when a relative value of a calculated value which is calculated by using the detected driving wheel rotating speed with respect to a calculated value which is calculated by using the theoretical driving wheel rotating speed is equal to or greater than a first threshold value.

Abstract: A control apparatus for a hybrid vehicle provided with an engine, a differential mechanism having a first rotary element to which the engine is operatively connected, a second rotary element to which a first motor/generator is operatively connected, and a third rotary element to which an intermediate power transmitting member is connected, a second motor/generator operatively connected to the intermediate power transmitting member, and an automatic transmission which constitutes a part of a power transmitting path between the intermediate power transmitting member and drive wheels and in which a shifting action is performed by selective engagement of a plurality of coupling devices, the control apparatus comprising: a hybrid control portion for controlling an output torque of the first motor/generator and an output torque of the second motor/generator during the shifting action of the automatic transmission on the basis of an output torque of the engine and a transmitted torque of the coupling devices, such t

Abstract: A wheel driving system includes a generator connected to an engine and configured to generate electrical energy, a front axle configured to drive a front wheel and including a front electric motor configured to produce a driving torque and a front transmission configured to convert the driving torque into a conversion torque and transmit the conversion torque to the front wheel via a front drive shaft, a rear axle configured to drive a rear wheel and including a rear electric motor configured to produce a driving torque and a rear transmission configured to convert the driving torque into a conversion torque and transmit the conversion torque to the rear wheel via a rear drive shaft, and a central connection unit operatively connected to the front drive shaft and the rear drive shaft and configured to transmit the conversion torque between the front axle and the rear axle.

Abstract: A speed ratio containment process limits the speed ratio of a variator for a CVT for a motor vehicle when rolling backward by commanding a speed ratio that is higher than the actual speed ratio in an overdrive direction. Accordingly, the actual speed ratio moves to a lowest limit, which provides maximum torque when a driver of the motor vehicle steps on the accelerator pedal to resume forward motion of the motor vehicle.

Abstract: A vehicle travel control apparatus is provided that is capable of improving fuel economy by exerting control so as to attain a specified speed without starting the engine during acceleration, and by increasing the regenerative energy recovery amount during deceleration, during the travel control.

Abstract: An electromechanical power transmission chain comprises an electrical machine (101) connectable to a combustion engine and to a mechanical load, a storage circuit (104) for storing electrical energy, an electronic power converter (109) for transferring electrical energy between the storage circuit and the electrical machine, and a control system (110) for controlling the combustion engine and the electronic power converter. The control system controls the electronic power converter to transfer electrical energy from the storage circuit to the electrical machine in response to a peak-load situation where power demand of the mechanical load is above an advantageous power range of the combustion engine. The control system limits the fuel supply of the combustion engine during the peak-load situation so as to restrain the fuel consumption from increasing due to the peak-load situation.

Abstract: A machine may include an engine, a traction device, a continuously variable transmission (CVT) connecting the engine to the traction device, an operator input device outputting engine output command signals input by an operator, an engine speed sensor monitoring an engine output speed, and an electronic control module (ECM). The ECM may control the engine to a target engine speed using engine speed sensor signals as feedback. A desired percentage of peak power of the engine may be determined from the engine output command signals, and the target engine speed may be determined from the desired percentage of the peak power. The ECM determines a CVT transmission ratio that will cause the CVT to apply a load to the engine that will cause the engine to run at the target engine speed.

Abstract: A torque transfer device (1) for a drivetrain (2) of a motor vehicle, having a torsional vibration damping unit (3) and a decoupling clutch (6) having at least two clutch elements (4, 5) which can be joined to each other, wherein a first clutch element (4) is permanently connected non-rotatingly to a flange section (7) of the torsional vibration damping unit (3) and a second clutch element (5) is coupled with the flange section (7) via a freewheeling unit (8), wherein at least some sections of the freewheeling unit (8) are positioned in a radial receiving space (9) of the torsional vibration damping unit (3).

Abstract: Disclosed are electrically variable transmissions (EVT), methods for making and for using EVTs, and hybrid electric vehicles with EVTs. Presented is a multi-speed power transmission for a motor vehicle with an engine, two electric motors, and a final drive. The transmission includes an input member connectable to the engine, an output member connectable to the final drive, and a stationary member connectable to a gear train. First and second torque-transmitting devices (TTD) respectively connect to the first and second motors. The transmission also includes a compound planetary gear arrangement with four junction points defined by two interconnected planetary gear sets. The first TTD selectively connects the first motor to the first junction point, while the second TTD selectively connects the second motor to the fourth junction point via the gear train. The input member connects at the second junction point, whereas the output member connects at the third junction point.

Abstract: A drive train for a motor vehicle comprises an internal combustion engine which has a crankshaft and is designed to provide drive power for the motor vehicle. A clutch arrangement has an input member and at least one output member, the input member being connected to the crankshaft. A transmission arrangement implements a plurality of gear stages, the transmission arrangement having a transmission housing, at least one input shaft, and at least one output shaft. The output shaft is connectable to driven wheels of the motor vehicle. An electric machine is designed to provide drive power for the motor vehicle and is connected to a transmission shaft of the transmission arrangement. The transmission shaft has a shaft section which extends from the transmission housing and is connected to the electric machine via a traction drive mechanism.

Abstract: A transmission control device (4) includes: a gear ratio calculating unit (4a) for calculating a target gear ratio of a transmission (2) based on a gear ratio control mode, to thereby control the transmission; an electric motor drive torque calculating unit (4b) for calculating a drive torque of an electric motor (9) based on the gear ratio control mode when drive of the electric motor (9) is permitted; and an engine torque calculating unit (4c) for calculating an output torque of an engine (1) based on the gear ratio control mode so as to achieve a best fuel efficiency operation state. The gear ratio calculating unit (4a) switches processing of calculating a gear ratio based on whether or not the drive of the electric motor (9) is permitted.

Abstract: A power transmission system for a hybrid vehicle including an engine, a first planetary gearset and a second planetary gear set is provided. In particular, the first planetary gearset includes a plurality of first rotational elements, one of which is coupled with an output shaft of the engine and one of which is coupled with a first motor generator, and two of which are allowed to be directly selectively connected directly by a clutch. The second planetary gearset includes a plurality of second rotational elements, one of which is permanently coupled with one of the first rotational elements of the first planetary gearset, one of which is coupled with a second motor generator and one of which is connected directly with drive unit.

Abstract: An ECU executes control processing including the step of extracting amplitudes f1, f2 of a resonant zone when a traveling mode is in a hybrid traveling mode, the step of executing count processing, the step of starting a first resonance avoidance control when a first count value Nf1 is greater than a threshold value n(1), the step of starting a second resonance avoidance control when a second count value Nf2 is greater than a threshold value n(2), the step of releasing a clutch K2 when resonance continues even after elapse of a predetermined time period Tb from starting of the second resonance avoidance control, and the step of terminating the resonance avoidance control when predetermined time period Ta has elapsed from determination of occurrence of resonance.

Abstract: An electric portal axle (1) for electrically driving a motor vehicle has a housing (28), a single electric machine (2) and two spur gear stages (13, 14) for driving two wheels of the axle. A shiftable transmission (5) is downstream of the electric machine (2) and is embodied as a planetary gear mechanism with a freewheel (6) and a differential (7). The portal axle (1) has a shifting mechanism (23) for shifting two gear stages of the portal axle (1). In a first gear stage, a ring gear (9) of the transmission (5) and a clutch body (27) that is fixed to the housing are connected, and a clutch (29) between the ring gear (9) and a planetary carrier (11) of the transmission (5) is opened. In a second gear stage the ring gear (9) and the clutch body (27) are disconnected and the clutch (29) is closed.

Abstract: An indicator system for regenerative slowing of a hybrid or electric vehicle includes at least one regenerative-only deceleration indicator positioned on the rear of a vehicle in addition to the conventional vehicle brake lights, a vehicle deceleration monitor configured to monitor deceleration of the vehicle and produce a control output signal if deceleration exceeds a predetermined level, a vehicle braking module configured to detect application of the conventional vehicle brakes, and an indicator control module configured to actuate the regen-only deceleration indicator when a vehicle deceleration output signal exceeding the predetermined level is received and the conventional vehicle brakes are not applied.

Abstract: Disclosed are a power system for an electric vehicle and a control method of a power system for an electric vehicle. The power system may include a first motor and a second motor configured as a power source, first and second reduction gears connected to the first and second motors and having different deceleration ratios, a driving shaft transmitting outputs of the first and second reduction gears, and a motor controller configured to determine a first driving point where the first motor responds according to a demand torque of a driver and a driving condition of the vehicle and a second driving point where the second motor responds according to the demand torque of the driver and the driving condition of the vehicle, and control driving by using at least one of an output torque of the first motor and/or an output torque of the second motor according to the determined driving point.

Abstract: A method of controlling a power inverter coupled to an electric motor in a vehicle powertrain having an engine is provided. The method includes generating a voltage waveform signal and a switching frequency signal for the inverter via a controller. At least one of the voltage waveform signal and the switching frequency signal is at least partially based on at least one commanded engine operating parameter. For example, the engine on/off state, engine torque, and engine speed can be considered. A vehicle having a controller configured to implement the method is also provided.

Abstract: In a method of obtaining a rotation speed of a right wheel (RWr), the method includes: detecting a motor rotation speed detection value (LMa) using a resolver (20A); detecting a wheel rotation speed detection value (LWa) using a wheel speed sensor (13A); obtaining a ring gear rotation speed conversion value (Rb) based on the motor rotation speed detection value (LMa) and the wheel rotation speed detection value (LWa); detecting a motor rotation speed detection value (RMa) using the resolver (20B); obtaining a wheel rotation speed conversion value (RWb) based on the ring gear rotation speed conversion value (Rb) and the motor rotation speed detection value (RMa); detecting a wheel rotation speed detection value (RWa) using a wheel speed sensor (20B); and selecting the wheel rotation speed conversion value (RWb) or the wheel rotation speed detection value (RWa), whichever is greater, as the rotation speed of the right wheel (RWr).

Abstract: A propulsion system for a self-propelled vehicle comprises a motor body which is associated with a mechanical transmission conveying motion to the driving wheels of the vehicle, and which integrates and contains in a single body electric propulsion means, comprising at least several components of a brushless rotary motor; a clutch coupling located downstream of and mechanically connected to the electric propulsion means; and a gearbox with discontinuous gear ratios, having an input shaft connected to the clutch coupling and an output shaft coming out to the outside of the motor body and connecting to the mechanical transmission. The electric propulsion means comprise the components of at least two brushless motors, each equipped with a respective driving shaft provided with a pinion which is coupled by meshing with a predetermined ratio to a clutch coupling.

Abstract: A transmission comprises a transmission input shaft, a transmission output shaft, and three power paths situated between the transmission input shaft and a main gear set. The main gear set comprises two single planetary gear sets a first, a second, a third and a fourth shafts. An electric motor is connected with at least one of the four shafts. The first shaft can be connected with the first power path via a first switching element and with the third power path via a second switching element. The second shaft can be connected with the first power path via a third switching element and with the third power path via a fourth switching element. The third shaft is constantly connected with the transmission output shaft. The fourth shaft can be connected with the second power path via a fifth switching element and can be fixed by a sixth switching element.

Abstract: A hybrid drive of a motor vehicle having an automated manual transmission with two input shafts and a common output shaft. The first input shaft can be connected to the drive shaft of an internal combustion engine by a clutch and can be brought into a drive connection to the output shaft by a first group of shiftable gearwheel sets. The second input shaft has a drive connection to the rotor of an electric machine, which can operate as a motor and a generator, and can be brought into a drive connection with the output shaft by a second group of selectively shiftable gearwheel sets. The input shafts can be coupled by coupling-shift element. The hybrid drive is provided with a second electric machine, which can operate as a motor and a generator and has a rotor that can be connected to the first input shaft.

Abstract: Provided is a hybrid vehicle driving apparatus including: a power transmission mechanism which is connected to an engine and is able to output a rotation of the engine while changing the rotation speed; a differential mechanism which connects the power transmission mechanism and a drive wheel to each other; and a regulation device, wherein the differential mechanism includes a first rotation component which is connected to an output component of the power transmission mechanism, a second rotation component which is connected to a first rotating electric machine, and a third rotation component which is connected to a second rotating electric machine and the drive wheel, and wherein the regulation device switches between a state where a differential operation of the differential mechanism is regulated and a state where the differential operation of the differential mechanism is allowed.

Abstract: A track drive includes a primary driven gear configured to attach to a vehicle hub plate and an annular gear having gear teeth on in inner circumference and an outer circumference. The track drive can also include a plurality of intermediate gears disposed between the primary driven gear and the inner circumference of the annular gear, and a plurality of track drive wheels having an integrated gear configured to mate with gear teeth on the outer circumference of the annular gear. The track drive can further include a continuous track configured to be driven by the plurality of track drive wheels.

Abstract: Drive train for a motor vehicle, having an electric machine for providing motive power, and a transmission arrangement. The transmission arrangement has a transmission input shaft and a first and a second gear stage. The transmission input shaft is connected to the electric machine. The drive train has a differential, which is connected to an output of the transmission and is set up to distribute motive power to two drive shafts. The differential is connected to a helically toothed driving gear, which is in engagement with a helically toothed pinion of the transmission output. A pressure pad arrangement absorbs axial forces arising from the helical toothing.

Abstract: A wheel drive unit includes: a planetary gear mechanism including a planetary gear and an internally-toothed gear; a casing integrated with the internally-toothed gear, a wheel being attached to the casing, and the casing transmitting rotation of the internally-toothed gear to the wheel; a bearing nut configured to prevent axial movement of the casing; and an oil seal provided more toward an interior of a vehicle than the planetary gear mechanism and axially fixed with respect the casing. An inner diameter of the detachment prevention member is smaller than an outer diameter of the externally-toothed gear.

Abstract: An electric drive module for use in electric vehicles includes a first electric motor, a second electric motor, a continuously-variable gearbox assembly interconnecting the first and second electric traction motors to a pair of wheels, and a third electric motor for controlling a direction and rotary speed of a component of the gearbox assembly so as to continuously vary a speed ratio between the wheels.

Abstract: The invention relates to a hub reduction gear (10) for a driving wheel (20) of a wheeled vehicle with a planetary gear unit, which has a sun gear (12) connectable to a drive shaft (38a, 38b), a carrier (14) for planet gears (16), which are in mesh with the sun gear (12), and a ring gear (18) being in mesh with the planet gears (16). The planet gear carrier (16) and the ring gear (18) are configured to be alternately connected to the driving wheels (20) of the vehicle and being alternately connectable to a body-fixed part (24). The invention also relates to a driveline for a multi shaft, wheel supported vehicle with a hub reduction gear (10) of planetary gear type at the driving wheels of the vehicle, wherein the planet gear carrier and the ring gear of the planetary gears on at least one side of the vehicle are configured to be alternately connected to the driving wheels of the vehicle and being alternately connectable to a body-fixed part of the vehicle.

Abstract: A vehicle drive axle arrangement comprises an electric drive motor (1, 3), a left shaft (20) and a right shaft (23), coaxial with each other, in drive connection with the motor (1, 3), and intended for connection to respective driving half-axles of the vehicle in which the arrangement can be mounted, and a differential mechanism (6-19). The electric drive motor (1, 3) is coaxial with and arranged around the left shaft (20, 23), and the differential mechanism (6-19)—receiving rotary motion from the electric motor (1, 3)—comprises a reduction gearing (6, 7, 12, 13) and a planetary gearing (13-9), operatively connecting the two shafts (20-23).

Abstract: The invention relates to a hub reduction gear (10) for a driving wheel (20) of a wheeled vehicle with a planetary gear unit, which has a sun gear (12) connectable to a drive shaft (38a, 38b), a carrier (14) for planet gears (16), which are in mesh with the sun gear (12), and a ring gear (18) being in mesh with the planet gears (16). The planet gear carrier (16) and the ring gear (18) are configured to be alternately connected to the driving wheels (20) of the vehicle and being alternately connectable to a body-fixed part (24). The invention also relates to a driveline for a multi shaft, wheel supported vehicle with a hub reduction gear (10) of planetary gear type at the driving wheels of the vehicle, wherein the planet gear carrier and the ring gear of the planetary gears on at least one side of the vehicle are configured to be alternately connected to the driving wheels of the vehicle and being alternately connectable to a body-fixed part of the vehicle.

Abstract: A power transmission system of a hybrid electric vehicle may include a first shaft and a second shaft. A first planetary gear set includes a first rotation element connected to a first motor/generator, a second rotation element operated as an output element, and a third rotation element connected to the first shaft. A second planetary gear set includes a fourth rotation element connected to the third rotation element and a second motor/generator, a fifth rotation element connected to the second rotation element and an output gear, and a sixth rotation element connected to a transmission housing. A direct-coupling device connects two rotation elements among the fourth, fifth, and sixth rotation elements of the second planetary gear set. Transfer gears form the externally-meshing gears, and friction elements connect a selected rotation element to a selected transfer gear or to the transmission housing.

Abstract: A power transmission system of a hybrid electric vehicle may include an input shaft receiving engine torque, a first planetary gear set disposed on the input shaft, and including a first sun gear selectively connected to a transmission housing, a first ring gear, and a first planet carrier directly connected to the input shaft, a second planetary gear set disposed on the input shaft, and including a second sun gear, a second ring gear directly connected to the first ring gear and directly connected to an output gear, and a second planet carrier selectively connected to the first planet carrier and selectively connected to the transmission housing, a first motor/generator directly connected to the first sun gear, and a second motor/generator directly connected to the second sun gear.

Abstract: A method for controlling an electric vehicle drivetrain having least two drive units with wheels located on opposite axles are driven by respective drive units, includes in a first operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set taking into account the efficiency applicable to each drive unit under the given operating conditions, and in a second operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set independently of the efficiency applicable to each drive unit under the given operating conditions.

Abstract: An electric vehicle includes a slip ratio estimator that estimates a slip ratio based on rotational frequencies of respective driven and drive wheels. The vehicle also includes a disturbance observer that determines an estimate of a torque attributable to external force. The vehicle also includes an estimator that may estimate an entire torque to the drive wheel, based on a motor torque command value and the estimate of torque. The vehicle also includes an estimator that estimates a coefficient of friction between a road surface and a tire, based on the entire torque and the slip ratio. The vehicle also includes a determiner that determines a maximum acceptable torque Tmax, based on the coefficient of friction and a vertical load component. Torque limitation is performed such that the motor torque command value does not exceed the maximum acceptable torque Tmax.

Abstract: An electric motor can assist an engine at high conversion efficiency. A lower limit is set for the torque shared with an engine by the electric motor when the engine and the electric motor are operated together for traveling, and a hybrid ECU has an assistance control unit that implements control to a traveling mode in which the engine and the electric motor operate together, only when it is estimated that the torque shared with the engine by the electric motor is equal to or greater than the torque lower limit when the electric motor and the engine are operated together for traveling.

Abstract: A drive unit for an electric bicycle, the drive unit including a motor configured to generate a rotary force to drive a wheel of the electric bicycle, a reduction gear unit provided with a plurality of gears to decelerate a rotary force generated from the motor, and a ring gear configured to output the rotary force which is decelerated by the reduction gear, wherein a rib is formed on at least one of two lateral sides of the ring gear.

Abstract: A cam self-adaptive automatic speed shift hub comprises a left hub frame (7), a right hub frame (18), a case body (4), a power input device, a drive shaft (1), a wheel (14) and a brake device (20). The hub further includes a low-gear drive shaft (12), a low-gear transmission mechanism positioned on the low-gear drive shaft (12), and a cone-disc clutch cam self-adaptive speed shift assembly positioned on the drive shaft (1), in which the low-gear drive shaft (12) positioned in the case body (4) is in rotation fit with the case body (4) and in parallel with the drive shaft (1). Such a cam self-adaptive automatic speed shift hub can allow the motor/engine output power and vehicle running condition always in an optimal matching state, to achieve balance control between the vehicle driving torque and the comprehensive driving resistance.

Abstract: A hybrid drive device includes a speed change mechanism, a motor drivingly coupled to an input shaft, and a clutch interposed between an engine and an input shaft. Upon engine start during engine traveling, the clutch is engaged, and rotation of the engine is increased. A control device of the hybrid drive device includes start upshift control means that, according to the engagement control of the clutch upon engine start, upshifts the speed change mechanism to output inertia torque. Thus, when the engine is started, output torque as the sum of driving torque of the motor and the inertia torque is output to the driving wheel, which reduces hesitation upon engine start.

Abstract: An electric drive module for use in electric vehicles includes a first electric motor, a second electric motor, a continuously-variable gearbox assembly interconnecting the first and second electric traction motors to a pair of wheels, and a third electric motor for controlling a direction and rotary speed of a component of the gearbox assembly so as to continuously vary a speed ratio between the wheels.

Abstract: An electric vehicle driving device 10 includes a first motor 11, a second motor 12, a first planetary gear mechanism 20, a second planetary gear mechanism 30, a clutch device 40, and a wheel bearing 50. The first planetary gear mechanism 20 is a planetary gear device of single pinion type. The second planetary gear mechanism 30 is a planetary gear device of double pinion type. The first motor 11 is connected to a first sun gear 21 and a second sun gear 31. The second motor 12 is connected to a first ring gear 24. The clutch device 40 is connected to a first carrier 23. A second carrier 33 is connected to the first ring gear 24. A second ring gear 34 is connected to the wheel bearing 50.

Abstract: A power transmission system of a hybrid electric vehicle may include a first shaft and a second shaft. A first planetary gear set includes a first rotation element connected to a first motor/generator, a second rotation element operated as an output element, and a third rotation element connected to the first shaft. A second planetary gear set includes a fourth rotation element connected to the third rotation element and a second motor/generator, a fifth rotation element connected to the second rotation element and an output gear, and a sixth rotation element connected to a transmission housing. A direct-coupling device connects two rotation elements among the fourth, fifth, and sixth rotation elements of the second planetary gear set. Transfer gears form the externally-meshing gears, and friction elements connect a selected rotation element to a selected transfer gear or to the transmission housing.

Abstract: In order to further develop drive arrangements with a continuously variable sub-gear mechanism, the invention proposes a drive arrangement with a continuously variable sub-gear mechanism having two circulating transmission elements, which are actively connected to one another via a circulating connecting element, having a hybrid drive comprising a first drive and at least one additional drive, and further having at least one output, wherein at least one of the two drives is interactively connected to the output, either directly or indirectly via the continuously variable sub-gear mechanism.

Abstract: Embodiments of the invention are directed toward a geared traction drive system configured to drive a wheel of a vehicle, comprising: a driveshaft for transmitting power to the wheel; an electric drive motor for driving the driveshaft, the electric drive motor configured to receive signals from a vehicle dynamic control system to command a required speed; a gear reduction component for reducing the speed of the motor by a predetermined factor to a lower speed suitable for driving the wheel; and a drive electronics component that works with the electric drive motor to drive the wheel to the speed commanded by the vehicle dynamic control system.