Abstract: A hybrid powertrain has an engine, an input member, an output member, and a stationary member, and includes a single planetary gear set having a first, a second, and a third member. The input member is connected for common rotation with the engine. The output member is connected for common rotation with the second member. A first and a second motor/generator are provided, as well as five torque-transmitting mechanisms, including only one brake. The torque-transmitting mechanisms are engagable in different combinations to establish at least two electric-only operating mode, at least two engine-only operating mode, and at least three electrically-variable operating modes. In one embodiment, an electric torque converter operating mode is provided, and may be the default mode in case of motor/generator failure.

Abstract: A transmission (20) with three or more parallel power paths (21, 22, 23) transferring torque from the input shaft (40) to the output shaft (60). Each of said power paths consists of a summation gearbox (100, 200, 300), an electric machine (400, 500, 600) and a sub transmission (700, 800, 900). Each of said sub transmissions has one or more independently selectable gear ratios. The outputs (702, 802, 902) of said sub transmissions drive together said output shaft. Controlling toque and speed of said electric machines allows controlling torque and speed at the inputs (701, 801, 901) of said sub transmissions and allows said power paths to have different total gear ratios from said input shaft to said output shaft engaged at the same time. With this arrangement an infinitely variable transmission with hybrid functionalities and a very compact mechanical design and reduced weight can be implemented.

Abstract: A hybrid powertrain for a vehicle is provided with a motor/generator for providing torque to a final drive input member. The powertrain includes an engine, a transmission having a transmission input member configured to receive power from the engine and a transmission output member. The powertrain further includes a final drive arrangement that has a final drive input member, and a motor/generator that has a motor shaft operatively connected to the final drive input member downstream of the transmission gearing arrangement. A drive system may operatively connect the transmission output member and the motor shaft to the final drive input member. A method of assembling a hybrid powertrain is also provided.

Abstract: The present invention relates to an electric drive system comprising an electric motor (10) arranged to rotate a drive shaft (16); a drive planetary gear configuration (70) being in driving engagement with said drive shaft (16) and an output shaft (50) rotatable relative to said drive shaft (16); and means for providing change in rotational speed of said output shaft (50), wherein said rotational speed changing means (80, 82) are disposed on opposite sides of the motor (10) respectively. The present invention also relates to a motor driven unit, for example a motor vehicle.

Abstract: The invention relates to a transmission unit (1), particularly multi-range transmission (2), comprising an input (E) and an output (A) and arranged between them a continuously variable transmission part (3) and a mechanical transmission part (4), comprising two three-shaft planetary gear sets (5, 6), each having a first (5.1, 6.1), second (5.2, 6.2) and third shaft (5.3, 6.3), wherein the first shafts of both planetary gear sets can be connected to the input and at least one second or third shaft of the respective planetary gear set can be non-rotatable connected to the output (A). The invention is characterized in that the planetary gear sets can be connected via two shiftable coupling units (K1, K2), which can be selectively and alternately actuated, to form a four-shaft planetary gear set and that the first coupling unit (K1) is arranged between the first shaft (6.

Abstract: A transmission includes a first motor/generator with a first rotor connected for rotation with a first member of a first planetary gear set. A second electric motor/generator has a second rotor connected for rotation with a second member of the first planetary gear set. The second member of the first planetary gear set is connected for common rotation with the output member. The first member of a second planetary gear set rotates with the input member, and the third member of the second planetary gear set is grounded to a stationary member. A first torque-transmitting mechanism establishes torque flow between the first member of the second planetary gear set and the third member of the first planetary gear set. A second torque-transmitting mechanism establishes torque flow between the second member of the second planetary gear set and the third member of the first planetary gear set.

Abstract: The present invention is structured by a dual-drive electric machine being combined with an epicycle gear set (EG101) and a controllable brake device, through controlling the controllable brake device to perform brake locking or releasing, the operations of transmission function of combining transmission or releasing between a rotation shaft (S101) at an output/input end, a rotation shaft (S102) at an output/input end and a sleeve type rotation shaft (AS101) at an output/input end of the epicycle gear set (EG101) are enabled to be controlled, and the interacting operation between the dual-drive electric machine (EM100) and the output/input ends are also enabled to be controlled.

Abstract: A multiple speed transmission for a motor vehicle includes an input member connected to an electric motor, an output member, four planetary gear assemblies, each with first, second, and third members, and a plurality of torque transmitting devices, such as, brakes and clutches. The electric motor can be employed for regenerative braking. Further, the electric motor can be employed to launch and drive the motor vehicle with each of the gear ratios of the multi-speed transmission.

Abstract: A multi-speed hybrid transmission includes a main gearset connected to a vehicle gas combustible engine and providing torque to an output shaft. The transmission also includes an electric drive unit comprising an electric motor that is selectably connectable to the output shaft to provide additional torque to the output shaft. When connected to the output shaft, the electric drive unit improves vehicle performance under certain driving conditions (e.g., high boost in low gear or in upper gears) while also improving fuel efficiency.

Abstract: A transmission system includes an input (22), an output (34) and an epicyclic geartrain comprising first and second gearsets. The first gearset comprises a first sun gear (2) in mesh with a set of first planet gears (4), which are rotatably carried by a first planet carrier (6) and are in mesh with a first annulus gear (8). The second gearset comprises a second sun gear (10), which is connected to rotate with the first sun gear (2) and is in mesh with a set of second planet gears (12), which are rotatably carried by a second planet carrier (14) and are in mesh with a second annulus gear (18). One of the planet carriers (6) of one of the gearsets is connected to rotate with the annulus gear (18) of the other gearset. The two connected sun gears (2), (10) and the input (22) are connected to the rotors (24, 20) of respective electric motor generators (E2, E1), the electrical stator connections of which are connected together via a controller (30) arranged to control the flow of electrical power between them.

Abstract: A gearbox is provided having multiple sun gears and one or more planet stages. The planet stages can include a first planet stage and a second planet stage. A first sun gear is connected to the first planet stage, and a second sun gear is connected to the second planet stage. The torque transmitted from the planet stages is at least partially distributed among the first sun gear and the second sun gear.

Abstract: A sun gear of a first planetary gear train is connected to an input shaft. A carrier 9 of the first planetary gear train is connected to a sun gear of a second planetary gear train and to a first pump/motor. A ring gear of the first planetary gear train is connected to a second pump/motor, and a ring gear of the second planetary gear train is connected to an output shaft. A first clutch is provided for engaging and disengaging a carrier of the second planetary gear train and the ring gear of the first planetary gear train with and from each other, and a second clutch is provided for engaging and disengaging the carrier of the second planetary gear train and a fixed end with and from each other.

Abstract: A sun gear of a first planetary gear train is connected to an input shaft. A carrier 9 of the first planetary gear train is connected to a sun gear of a second planetary gear train and to a first pump/motor. A ring gear of the first planetary gear train is connected to a second pump/motor, and a ring gear of the second planetary gear train is connected to an output shaft. A first clutch is provided for engaging and disengaging a carrier of the second planetary gear train and the ring gear of the first planetary gear train with and from each other, and a second clutch is provided for engaging and disengaging the carrier of the second planetary gear train and a fixed end with and from each other.

Abstract: For the penetrating shaft type planetary gear train with bidirectional input and one-way output, the planetary gear train and one-way transmission integrate to constitute the planetary gear train, in which the driven rotary direction of the input shaft of the gear train with bidirectional input and one-way output is changed, and the output rotary direction of the output shaft is constant.

Abstract: In a hybrid transmission for a hybrid motor vehicle, with split power driving ranges, discrete gear steps and two electric drive motors (33, 34), a transmission arrangement is provided which results in low rotational speeds of the transmission elements, in particular of the planets while at the same time, the electric drive motors (33, 34) are disposed adjacent to one another at the input end of the transmission next to an internal combustion engine to which the transmission is connected.

Abstract: A drive unit for at least two movable parts of a vehicle, in particular closures for selectively opening and closing at least one roof opening in a roof assembly, includes an electric motor having a rotor shaft and transmission assembly. The transmission assembly includes at least two output shafts and a switch mechanism including a locking member in order to selectively allow one output shaft to be driven by the electric motor and to lock the other output shaft. The transmission assembly includes a first transmission included in a housing of the electric motor and acting between the rotor shaft and a drive shaft. A second transmission is housed in a gearbox separate from the housing of the electric motor and mounted thereto with the drive shaft in engagement with the second transmission.

Abstract: A speed change mechanism 1 includes first and second planetary gear sets 11, 12 enclosed within a sleeve ring 14. A first one-way clutch 141 transmits drive from an output 114 of the first gear set to the sleeve ring and second one-way clutch 142 transmits drive from an output 124 of the second gear set to the sleeve ring, both clutches operating in the same direction. A DC electric motor 2 is coupled to an input 111 of the first gear set to drive its output 114 in the opposite rotary direction to the input. The output 114 of the first gear set is coupled to an input 121 of the second gear set to drive an output 124 of the second gear set in the opposite rotary direction from the output 114 of the first gear set. Drive is transmitted to the sleeve ring 14 either through the first gear set 11 only or through a combination of the first and second gear sets 11, 12 depending on the direction of rotation of the power input to provide two different gear ratios.

Abstract: A planetary drive servo actuator comprises a drive assembly operable to turn an output shaft. The drive assembly includes an outer cylinder configured to rotate within the housing and an inner cylinder configured to rotate within the outer cylinder. A clutch is operable to prevent the outer cylinder from rotating within the housing and to allow the inner cylinder to be rotated within the outer cylinder to turn the output shaft.

Abstract: A driving device of the invention has a clutch 40 and a continuously variable transmission 50. The clutch 40 couples and decouples a rotating shaft 24 or an output shaft of a motor 30 with and from a driveshaft 22. The continuously variable transmission 50 has an input shaft connected to the rotating shaft 24 and an output shaft connected to the driveshaft 22 via a gear mechanism 52. A spring 36 is attached to a rotor 31 of the motor 30 to apply a pressing force and cause the clutch 40 to couple the rotating shaft 24 with the driveshaft 22 in response to a relatively small output torque of the motor 30. With an increase in output torque of the motor 30, a thrust force produced in the motor 30 moves the rotating shaft 24 against the pressing force of the spring 36 to cause the clutch 40 to decouple the rotating shaft 24 from the driveshaft 22. The output torque of the motor 30 is then transmitted to the driveshaft 22 with a gear change of the continuously variable transmission 50.

Abstract: A transmission includes a ring gear driven by a first primary gear train, a carrier driven by a second primary gear train and a sun gear driven by a third primary gear train. Clutches are utilized to lock and unlock the ring gear, carrier and sun gear. When locked each rotate at the same speed and the torques are added together at an output shaft to provide a high torque low speed output from the transmission. As the transmission accelerates the clutches are disengaged allowing the ring gear, carrier and sun gear to rotate separately and achieve higher speeds, providing a continuous output from high torque to high speed operation.

Abstract: A hybrid electric vehicle and powertrain includes an engine and an electric machine connected to each other in a power-split arrangement. The electric machine is operable as a motor or a generator, and is offset from the engine, thereby reducing the overall length of the powertrain. A power transfer arrangement includes a planetary gear set in which the carrier is directly connected to an output shaft of the engine. The electric machine is connected to the planetary gear set through an intermediate gear, thereby facilitating the offset of the electric machine and the engine and facilitating an easy change of gear ratio for the motor/generator.

Abstract: An electric drive transmission for a skid steered vehicle has a central casing housing a pair of propulsion motors comprising respective stators and rotors, each rotor being coupled to drive a respective through shaft via a respective epicyclic gear change mechanism. The through shafts are coupled at their inboard ends to a controlled differential with an input from a steer motor, and are coupled at their outboard ends to respective epicyclic gear reduction mechanisms. The through shafts are supported in the casing by respective bearings and the propulsion motor rotors are supported on the through shafts by respective bearings. By supporting the rotors on the through shafts rather than in separate bearings to the casing the diameter and speed rating of the requisite rotor bearings can be reduced.

Abstract: A rotation transmitting apparatus comprises a first sun gear joined to a first shaft so as to rotate interlockingly, a second shaft arranged to the first shaft coaxially, a second sun gear joined to the second shaft so as to rotate interlockingly, a first planetary gear meshed with the first sun gear, a second planetary gear rotating with the first planetary gear and meshed with the second sun gear, and a carrier supporting the first and second planetary gears and arranged to be driven by a differential electric motor. In particular, the number of teeth of each of the first and second sun gears and the first and second planetary gears is determined so that the ratio of a torque applied to the second shaft to a torque applied to the first shaft ranges from 1:0.7 to 1:0.9.

Abstract: A power transmitting apparatus of hybrid vehicles that transmits torque from an engine and first and second motor/generators to an output shaft is provided. The apparatus may include: a first planetary gear set having a first operating member fixedly connected to the second motor/generator, a second operating member selectively connected to the first operating member, and a third operating member; and a second planetary gear set having a fourth operating member fixedly connected to the engine and selectively connected to the second operating member, a fifth operating member fixedly connected to the first motor/generator and selectively connected to the second operating member, and a sixth operating member fixedly connected to the third operating member and the output shaft. With the apparatus, fuel efficiency can be remarkably improved.

Abstract: A clutch arrangement comprises a rotatable drive input, a rotatable output, and an epicyclic gear arrangement comprising a ring gear, a series of planet gears meshing with the ring gear, a sun gear meshing with the planet gears, and a carrier upon which the planet gears are mounted, the drive input being connected to one of the ring gear and the carrier, the output being connected to the other of the ring gear and the carrier, and a clutch device operable to control relative rotation between the ring gear and the sun gear. The invention also relates to a nosewheel landing gear steering arrangement including such a clutch arrangement.

Abstract: The differential unit with a limited slip differential mechanism of the present invention comprises a planetary gear mechanism for torque distribution of drive torque inputted to an input shaft from an engine between a front drive shaft and a rear drive shaft, and a multiple disc clutch for limiting differential rotation of the planetary gear mechanism, wherein, when a clutch plate receiving clutch engaging force applied to the multiple disc clutch is fixed to a side surface of a planetary carrier of the planetary gear mechanism, pins are formed on the ends of bolts for fixing the planetary carrier, and positioning and fixing is carried out by fitting the pins into check holes formed in the clutch plate.

Abstract: A rotatively driving apparatus includes: a differential rotation amplification mechanism for amplifying differential rotation between a rotating shaft and a drive pinion shaft which are relatively rotatable; a rotor interlockingly rotatable with a amplified differential rotation amplified; and a rotation controlling mechanism for controlling the rotation of the rotor. The rotation controlling mechanism includes a stator for constituting an electric motor together with the rotor, a variable resistor for absorbing electric energy generated by the electric motor by the rotation of the rotor, and a controller for controlling torque transmitted between the rotating shaft and the drive pinion shaft by adjusting the energy absorbed by the variable resistor. The differential rotation amplification mechanism and the rotor are disposed on an identical axis.

Abstract: Disclosed is a power-branched transmission, particularly for agricultural vehicles such as tractors or similar, having a stepped planetary gear which is disposed between an input shaft and an output shaft and is used for dividing the power supplied at the input shaft onto a mechanical power branch and a hydraulic power branch. The hydraulic power branch is formed by two hydraulically interconnected, identical hydrostatic axial piston engines which can be selectively operated as a pump or an engine, can be swiveled within a predefined pivoting angle, and can be connected to the input shaft or the stepped planetary gear in a different manner via two respective clutches so as to cover different operating ranges or running steps. In order to obtain better efficiency in such a power-branched transmission, the two hydrostatic axial piston engines are configured as wide-angle hydrostats that are provided with a minimum pivoting angle range of 45°.

Abstract: A drive system has an electrically controlled differential portion (11) in which a differential state between an input-shaft rotation speed and an output-shaft rotation speed is controlled upon controlling a first electric motor (M1), and a shifting portion (20) and a second electric motor (M2) disposed in a power transmitting path between the electrically controlled differential portion and drive wheels (34). In a control device for controlling the drive system, a rotation direction of an output shaft (18) of the shifting portion is able to be determined without increasing the number of component parts such as a rotation speed sensor. The control device includes rotation direction determination means (86) for determining a rotation direction of an output shaft (22) of an automatic shifting portion (20) based on an engagement of a given coupling element and a detected result of rotation direction detection means (92).

Abstract: A hybrid driving unit (7) in which a second electric motor (23) is disposed on the side closer to the front of a vehicle (the side closer to an internal combustion engine (5)) than a first electric motor (20). A casing member (14) is formed such that an inner diameter of a part thereof, in which a stator (28) of the second electric motor (23) is fixed, is larger than that of a part in which a stator of the first electric motor (20) is fixed. This allows the second electric motor (23) to be constructed so as to have a large radial dimension and, to that extent, allows the length thereof in the longitudinal direction to be suppressed. Accordingly, this allows the length of the whole hybrid driving unit (7) to be shortened.

Abstract: The present invention relates to a control device for a vehicular drive system which properly controls a shift in a transmission portion upon receipt of a shift demand to the transmission portion for precluding a given element of the differential portion 11 from high rotation. For a shift demand to an automatic transmission (20), the transmission portion shift limiting means (86) determines a permissible range in terms of a speed ratio of an automatic transmission (20) in consideration of a rotational speed of a given element of a differential portion (11) for thereby limiting a shifting of the automatic transmission portion (20) based on the permissible range. Thus, when the shift demand to the automatic transmission (20) is present, the given element of the differential portion (11) can be avoided from high rotation.

Abstract: In a control apparatus of a vehicular drive system, a charging/discharging-restricted shift control apparatus makes a determination to perform a shift in a shifting portion such that less power is charged to a power storage device or discharged from a power storage device when charging or discharging of the power storage device is restricted than when charging or discharging of the power storage device is not restricted.

Abstract: An electric drive unit for a vehicle includes an electric motor, two output shafts, a first speed reduction planetary gearset driven by the motor, a second speed reduction gearset driven by an output of the first gearset, and a compound planetary differential gearset including an input driveably connected to the output of the second gearset, a first differential output driveably connected to the first output shaft, and a second differential output driveably connected to the second output shaft.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including two or three differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and four or five selectable torque-transfer devices. The selectable torque transfer devices are engaged singly or in combinations of two or three to yield an EVT with a continuously variable range of speeds (including reverse) and four mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first and second differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and up to five selectable torque-transfer devices, and a dog clutch. The selectable torque transfer devices are engaged singly or in combinations of two to yield an EVT with a continuously variable range of speeds (including reverse) and up to four mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first and second differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, five selectable torque-transfer devices, and a dog clutch. The selectable torque transfer devices are engaged singly or in combinations of two, three or four to yield an EVT with a continuously variable range of speeds (including reverse) and up to four mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: A differential gear mechanism, of either the locking Cr limited slip type, including a gear case rotatably disposed within an outer housing and a mechanism to limit rotation of side gears relative to the gear case; this rotation limiting mechanism including a member which is axially moveable between a first position and a second position. The mechanism includes a sensor assembly and a sensor element disposed adjacent the gear case. The axially moveable member includes a sensed portion surrounding an annular surface of the gear case, and disposed between the annular surface and the sensor element, in one embodiment. Movement of the sensed portion corresponding to changes within the mechanism between unlocked and locked conditions results in the sensor assembly transmitting an electrical output. The vehicle control logic can know the condition of the differential mechanism and control certain other parts or functions of the vehicle accordingly.

Abstract: An electrically variable transmission is provided including an input member to receive power from an engine about a primary axis; an output member connected to a transfer member for transmitting power to a secondary axis; first and second motor/generators; and first and second simple planetary gear sets each having first, second and third members. The input member is continuously connected to the first member of the first gear set, and the output member is continuously connected to the first member of the second gear set. The first motor/generator is continuously connected to the second member of the first gear set. The second motor/generator is continuously connected with the third member of the first or second gear set. First and second torque transfer devices are positioned on one side of the transfer member, and the first and second gear sets are positioned on an opposite side of the transfer member.

Abstract: A two-mode, compound-split, electro-mechanical transmission utilizes an input member for receiving power from an engine, and an output member for delivering power from the transmission. First and second motor/generators are operatively connected to an energy storage device through a control for interchanging electrical power among the storage device, the first motor/generator and the second motor/generator. The transmission employs three planetary gear sets. Each planetary gear arrangement utilizes first, second and third gear members. The transmission also employs five torque-transmitting mechanisms. One of the five torque-transmitting mechanisms is contained within each of the first and second motor/generators.

Abstract: A driving device includes a power supply unit and a torque converter. The power supply unit outputs a constant power. The torque converter has a gear train that is connected to the power supply unit and interconnects a flywheel and an input shaft in order to respectively transmit a first part and a second part of the power to the flywheel and the input shaft. The input and output shafts have respectively first and second variable-diameter pulleys on which a belt member is trained. The effective diameters of the first and second pulleys are automatically varied in response to the torque exerted on the input and output shafts to maintain the rotational speed of the output shaft at a constant level while the flywheel compensates for power variation of the output shaft without changing the power of the power supply unit.

Abstract: A hybrid powertrain system includes a first prime mover having an output, a multi-ratio transmission having an input, and a second prime mover having an output connected to the first prime mover output through a first power path and to the transmission input through a second power path. The first power path receives power from the second prime mover during a first operating mode to drive rotation of the transmission input and the second power path receives power from the second prime mover during a second operating mode to drive rotation of the first prime mover output. The second prime mover output is configured to rotate in a first direction in the first operating mode to transmit power to the first power path and in a second direction in the second operating mode to transmit power to the second power path.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first, second and third differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and four or five selectable torque-transfer devices (two clutches and two or three brakes). The selectable torque transfer devices are engaged singly or in combinations of two to yield an EVT with a continuously variable range of speeds (including reverse) and four mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first, second and third differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and four selectable torque-transfer devices (two clutches and two brakes). The selectable torque transfer devices are engaged singly or in combinations of two to yield an EVT with a continuously variable range of speeds (including reverse) and four mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first and second differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and four or five selectable torque-transfer devices. The selectable torque transfer devices are engaged singly or in combinations of two to yield an EVT with a continuously variable range of speeds (including reverse) and three mechanically fixed forward speed ratios. The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode.

Abstract: An electro-mechanical power transmission equipment, consisting of casing (3–3d) and inside the casing (3–3d) the power transfer arrangement having the power-in-axle (1) and the power-out axle (8), and between them an electricity generating and torque-transferring main generator arrangement (17,20,21,22) rotated by the axle (1), and an electric motor arrangement (29,30,31,31) that rotates axle (8), and the incoming rotational power is divided by the first planetary gear set (e.g.2b,4,5,6,7) between power-out axle (8) and the electric power transmission.

Abstract: An automatic transmission for motor vehicles (1) comprising a drive shaft (2) that can be linked with an internal combustion engine and an output shaft (3) that can be linked with at least one motor vehicle axle. Furthermore, it suggests a manual shiftable transmission (4) that comprises a first and a second planetary gear set (5, 6), several shift elements (7, 8, 9, 10, 11, 19) as well as an electric engine (14), which is provided as a starter/generator and/or for the continuous adjustment of the shiftable transmission (4) and/or for the at least partially electric driving operation of a motor vehicle. Pursuant to the invention the electric engine (14) can be connected to a first and/or a second shaft of the first planetary gear set (5) by means of two additional shift elements (12, 13).

Abstract: A vehicle powertrain has an electrically variable power transmission, which incorporates two electric power transfer mechanisms, a planetary gearset, an input clutch and an output clutch. A power source continually supplies power to the input clutch and the output clutch is continuously connectible with a transmission output mechanism. One of the planetary gear members is continuously connected with one of the electric power transfer mechanisms and a second of the planetary gear member is continuously connected with the second power transfer mechanism. The clutches are operable to connect the input shaft with two members of the planetary gearset during two ranges of operation and the output clutch is operable to connect two members of the planetary gearset with the output shaft during two ranges of operation.

Abstract: Two methods for operating a motor vehicle driven by an internal combustion engine (VM) and by two electrical machines (E1, E2) are proposed. The motor vehicle has a transmission (G) with two power paths (LP1, LP2) controllable independently of one another. Each power path (LP1, LP2) is coupled via a respective epicyclic gear (P1, P2) to one of the electrical machines (LP1, LP2) and to the input shaft (KW) of the transmission (G) and can be coupled via shiftable gears (1, 2, 3, 4, 5, 6, R) to the output shaft (AW) of the transmission (G). The object is to make it possible to operate the motor vehicle more efficiently. To reduce circulating mechanical power flow between the two power paths (LP1, LP2), particularly in the boost mode or upon recuperation of braking energy, the gear combination (1, 2, 3, 4, 5, 6, R) is varied, or the engine rpm is lowered, or only one electrical machine (E1, E2) is used as a generator.

Abstract: A continuously variable power split transmission (CVPST) system is described for use in a hybrid vehicle. The vehicle has a first motor, such as an internal combustion (IC) engine and a second motor, such as an electric motor. The system has a step-up gearbox for providing additional fixed speed ratios to extend overall transmission conversion range (CR) of the system. The system also has a speed variator and a countershaft being operatively connected to the second motor of the vehicle so that any power input applied by the second motor to the countershaft reduces the power flowing through the speed variator. Also, an adjustment of the variator speed ratio iv allows a passage from underdrive iUD to overdrive iOD range of speed ratios in the step-up gearbox to be synchronized.

Abstract: A drive unit (20) particularly suited for a motor vehicle 1 which is driven by a plurality of axles, which drive unit (20) comprises a primary drive source for solely driving a first driving axle (2), and a secondary drive source which, together with the primary drive source, via a superposition drive, serves to drive a second driving axle (3). The drive unit comprises a superposition drive (14) which comprises a first input shaft (17) for establishing a driving connection with a primary driveshaft, a second input shaft (18) and an output shaft (19), and an electric motor (15) with a rotor and a stator constituting the secondary drive source whose one part (rotor, stator) is connected to the second input shaft (18) of the superposition drive (14) and whose other part (stator, rotor) is connected to a further rotating member of the superposition drive (14).