Abstract: The power transmission system includes: a power source; a first motor generator unit; a system power output portion; and a mode conversion device, where the mode conversion device includes: an input portion, a first conversion portion, a second conversion portion and an output portion, the output portion is connected to an input end of the system power output portion, the input portion is suitable for outputting power from at least one of the power source and the first motor generator unit, the input portion is selectively connected to one of the first conversion portion and the second conversion portion, and each of the first conversion portion and the second conversion portion cooperates with the output portion to perform transmission; and the input portion is connected to the second conversion portion, so that a rotational speed output by the input portion is reduced and then output to the input end of the system power output portion.

Abstract: A transmission for a hybrid drive having transmission input and output shafts, a further transmission input shaft and an electric machine, which drives the further transmission input shaft. A main transmission has first and second partial transmissions with a plurality of gear planes and a pair of concentric fourth shafts, and shift elements. A range group can couple the main transmission and has a planetary gearset with three transmission elements. The first element can couple either of the transmission input shafts via the shift elements. The second element is connected to the transmission output shaft and can couple a gear plane of the partial transmissions via the shift elements. The third transmission element can be fixed to the housing or blocked against the first or second transmission element.

Abstract: A hand tool with a mechanical linear drive mechanism coupled to a work implement. The drive mechanism includes a roller screw with a torque tube connected to a roller screw's nut body. The roller screw includes a fixed outer race, a rotating set of rollers axially aligned inside the outer race, a cylindrical nut body located inside the set of rollers, a plurality of inner rollers axially aligned and inside the nut body, a threaded shaft axially aligned and inside the inner rollers, and a torque tube axially aligned inside the inner rollers. The torque tube is connected to a multiple speed gearbox which includes a primary motor coupled to a carrier gear with three planet gears. Disposed around the planet gears is an outer ring gear. Coupled to the outer ring gear is a secondary motor which when activated causes the ring gear to rotate in the opposite direction of the planet gears.

Abstract: The transmission (1) comprises a housing (2), a first motor (41), a second motor (42), a first and a second input shaft (51, 52), respectively able to be driven in rotation, one (51) by the first motor (41), the other (52) by the second motor (42), two clutch mechanisms (71, 72) and two reduction gears (91, 92), wherein the output shaft (31, 32) is formed by two output shaft sections (31, 32) interconnected such that they rotate freely, the clutch mechanisms (71, 72) are each equipped with a clutch control member operable by a user for allowing the transmission, in the engaged state of the first clutch mechanism (71), of the rotational movement of the first input shaft (51) to the first output shaft section (31), and the transmission, in the engaged state of the second clutch mechanism (72), of the rotational movement of the second input shaft (52) to the second output shaft section (32), and the reduction gears (91, 92) are at least partially received inside the housing (2).

Abstract: The present invention discloses a method for switching modes of an electromechanical transmission system which includes a clutch CL0, a motor A, a clutch CL1, a brake B1, a motor B and three planet rows K1, K2 and K3. The electromechanical transmission system according to the present invention achieves two different structural modes of EVT1 and EVT2 by changing states of the clutch CL0 and the brake B1. The EVT1 mode is mainly a system running state at a low vehicle speed under a high driving torque demand, and the EVT2 mode is mainly a system driving state at a high vehicle speed under a low driving torque demand. Mode switching without speed difference and power interruption can be achieved by switching vehicle speed selection and reasonable adjustment of engine and motor torque.

Abstract: A drive unit for a hybrid module includes a housing assembly and an electric motor including a stator and a rotor. The stator is fixed to the housing assembly. The drive unit further includes an assembly configured for rotatably connecting the rotor to an internal combustion engine The assembly includes a shaft configured for connecting to the internal combustion engine, a rear ball bearing on the shaft and a bearing housing on an outer race of the rear ball bearing. The bearing housing axially abuts the rear ball bearing so the rear ball bearing limits rearward axial movement of the bearing housing relative to the shaft. In other words, axial thrust from the bearing housing is transferred to the shaft by the axial load carrying capacity of the ball bearing.

Abstract: A vehicle powertrain variable vibration absorber assembly can be equipped in a hybrid electric vehicle (HEV). The vehicle powertrain variable vibration absorber assembly includes a rotary device, a drive-ratio assembly, and a spring. The rotary device, in an example, is a motor-generator unit (MGU). The drive-ratio assembly, in an example, is a planetary gear assembly. The drive-ratio assembly receives rotational drive input from the rotary device, and transmits rotational drive output to a powertrain component. The spring, in an example, is a variable stiffness spring. The spring is connected to the drive-ratio assembly and is connected to a grounded component. During use, the vehicle powertrain variable vibration absorber assembly absorbs different frequencies of vibration brought about by a vehicle engine amid different operating modes. The operating modes can involve cylinder deactivation technologies.

Abstract: A hydro-mechanical hybrid transmission device and a control method thereof are provided. The device includes an input shaft, a split mechanism, a mechanical transmission assembly, a hydraulic transmission assembly, and an output shaft, wherein the input shaft is connected, through the split mechanism, to the mechanical transmission assembly and the hydraulic transmission assembly that are connected in parallel, and the mechanical transmission assembly and the hydraulic transmission assembly are both connected to the output shaft. The mechanical transmission assembly includes a front planetary-gear-set assembly and a rear planetary-gear-set assembly. The front planetary-gear-set assembly and the rear planetary-gear-set assembly are connected in series. The control method includes three modes of transmission: pure hydraulic transmission, hydro-mechanical hybrid transmission, and pure mechanical transmission are implemented through combination and engagement/disengagement of gear-shift components.

Abstract: A drive system of a hybrid vehicle including an internal combustion engine, a first motor-generator, a second motor-generator, a planetary gear mechanism provided in a power transmission path, a clutch mechanism engaging or disengaging a sun gear and ring gear of the planetary gear mechanism, and a microprocessor controlling the clutch mechanism. The microprocessor is configured to determine whether it is necessary to perform a meshing position shifting control for shifting meshing positions of the sun gear and the planetary gear and of the planetary gear and the ring gear, and temporarily disengage the clutch mechanism so as to shift the meshing positions when it is determined that it is necessary to perform the meshing position shifting control while the clutch mechanism is engaged.

Abstract: An All-Wheel-Drive (AWD), multi-mode, power-split hybrid vehicle employing a drive combining all electric motors and an internal combustion engine, together collocated on a 2-planetary-gear (PG) set. The present teachings are capable of delivering competitive performance while maximizing fuel economy through power-split hybrid design.

Abstract: A drive system having eCVT functionality with AMT cost advantages includes a transmission having a plurality of different operating modes. The system includes a transmission output shaft, a stationary member and a gear set including first, second, and third elements. The first element connects with the transmission output shaft. An output shaft of a non-electric power plant connects with the first element through the second element for driving the first element. A drive shaft of an electric power plant connects with the first element through the third element for driving the first element. The system includes a plurality of non-friction, controllable, coupling assemblies. A first coupling assembly has a first coupling state for grounding the second element to the stationary member, a second coupling state for grounding the third element to the stationary member and an uncoupling state to allow the second and third elements to drive the first element.

Abstract: Systems and apparatuses include an alternator and a gearbox. The alternator includes an alternator housing defining an alternator flange, a rotor and stator positioned within the alternator housing, an alternator shaft coupled to the rotor for rotation about a central axis, and a first alternator bearing positioned distal from the alternator flange and supporting the alternator shaft. The gearbox includes a gearbox housing including a first flange structured to rigidly couple to an engine, and a second flange structured to rigidly couple to the alternator flange, an input shaft rotatable about the central axis, a gearbox bearing coupled to the gearbox housing and supporting the input shaft, an epicyclic gear train, and an output plate coupled to the epicyclic gear train and the alternator shaft.

Abstract: A drive system includes a first planetary device, a second planetary device and a connecting shaft 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, a clutch positioned to selectively rotationally couple the second shaft to the connecting shaft, and an output shaft coupled to the first planetary device. The first planetary device, the second planetary device, the connecting shaft, the first shaft, the second shaft, and the output shaft are radially aligned. The connecting shaft extends through the second planetary device to the first planetary device. The second electromagnetic device is rotationally engaged with the first planetary device when the clutch is engaged.

Abstract: Provided herein is an electric powertrain including a differential assembly operably coupled to a drive axle having a set of wheel coupled to the ends thereof; a planetary gear set connected to the differential, the planetary gear set having a sun gear, a planet carrier supporting a plurality of planet gears, and a ring gear, wherein the planet carrier is drivingly engaged with the differential assembly; a first electric motor/generator; a second electric motor/generator; a first gear pass drivingly connected the first electric motor/generator and the ring gear; and a second gear pass drivingly connected the first electric motor/generator and the sun gear.

Abstract: Provided is a control method and system for clutch engagement of a hybrid vehicle. The control method includes: when the hybrid vehicle meets a condition of adjusting a rotational speed of an engine, controlling the hybrid vehicle to enter a mode of adjusting the rotational speed of the engine, and determining a target rotational speed of the engine according to a rotational speed of a drive motor as well as transmission ratios of the engine and the drive motor to a drive wheel end and drive relationships of the engine and the drive motor with the drive wheel end; and when a difference value between the rotational speed of the engine and the target rotational speed of the engine is constantly smaller than a threshold value within a set time, controlling a clutch of the hybrid vehicle to be engaged.

Abstract: A power transmission apparatus for a hybrid electric vehicle includes: a planetary gear set including first, second and third rotary elements; a first shaft fixedly connected to an output shaft of an engine; a second shaft fixedly connected to the first rotary element and a first motor/generator; a third shaft receiving rotational power from the first shaft; a fourth shaft selectively connected with the first shaft, and the fourth shaft selectively receiving rotational power from the first shaft or from the third rotary element; a fifth shaft fixedly connected to a second motor/generator; and a sixth shaft transmitting rotational power transmitted from the fifth shaft to a final reduction gear of the differential gear. In particular, the six shafts are connected to external gears mutually by four gear sets so that rotational power is transmitted.

Abstract: Disclosed is a transmission having: an input shaft configured to rotationally communicate with a gas turbine engine; an output shaft configured to rotationally communicate with an aircraft accessory; and a gear system connected between the input shaft and the output shaft, the gear system including: a plurality of clutches that are axially aligned and radially offset, the plurality of clutches configured to engage in parallel the output shaft and shift the transmission to generate a plurality gear speeds; and a plurality of pistons that are configured to engage the respective plurality of clutches, the plurality of pistons being hydraulically controlled and adapted to receive fluid from a respective plurality of ports in the output shaft.

Abstract: A control apparatus for a vehicular power transmitting system includes a power transmission switching portion configured to selectively establish a first drive mode by placing one of the first and second coupling elements in an engaged state, a second drive mode by placing the other of the first and second coupling elements in an engaged state, or a third drive mode by placing both of the first and second coupling elements in the engaged states. The power transmission switching portion switches the vehicular power transmitting system between the first and second drive modes through the third drive mode, where a predetermined condition is not satisfied, and switches the vehicular power transmitting system between the first and second drive modes with concurrent engaging and releasing actions of the first and second coupling elements, where the predetermined condition is satisfied.

Abstract: A power transmission apparatus for a vehicle includes: an input shaft receiving engine torque; a compound planetary gear set formed by first and second planetary gear sets and having first to fifth elements; a first shaft fixedly connected to the first element, fixedly connected to a motor/generator, and selectively connected to the input shaft; a second shaft fixedly connected to the second element and selectively connected to the input shaft; a third shaft fixedly connected to the third element and selectively connected to a housing; a fourth shaft fixedly connected to the fourth element, fifth shaft fixedly connecting the fifth element and an output gear; a sixth shaft selectively connected to the second shaft and the fourth shaft and selectively connected to the housing; engagement elements including a clutch and a brake; and an engagement unit selectively connecting the sixth shaft to the second shaft or the fourth shaft.

Abstract: A vehicle drive device including a generator rotationally driven to generate electric power by an engine via a planetary gear device, an electric motor operated by using an electric energy obtained by the generator, and a power transmission mechanism transmitting an output of the electric motor to wheels comprises: a housing case including a first housing space; and a lubricating device distributing an oil at least to the power transmission mechanism in the first housing space for lubrication. The planetary gear device and the power transmission mechanism are housed in the first housing space and a sun gear and a carrier of the planetary gear device are coupled to one and the other of the engine and the generator respectively, while a ring gear of the planetary gear device is non-rotatably held by the housing case.

Abstract: A hybrid drivetrain for a hybrid-drive vehicle, having a transmission, which can be shifted by shifting elements into different transmission steps, and which is connectable with respect to drive via an internal combustion engine shaft to an internal combustion engine, via an electric machine shaft to an electric machine, and via an output shaft to at least one vehicle axis. The internal combustion engine shaft and a pinion shaft, which can be connected with respect to drive to the output shaft, are connectable via spur gearwheel sets, which can be shifted by means of shifting elements and which each form gear planes, of which at least one hybrid gear plane is additionally connectable to the electric machine shaft. A further gear plane, which is free of attachments with respect to the electric machine shaft, directly adjoins the hybrid gear plane.

Abstract: An unmanned vehicle including a body and a frame structure extending from the body and supporting a plurality of propeller assemblies, each propeller assembly including at least one propeller and a corresponding motor with the motor housed in a watertight housing or coated and made corrosion resistant. The propellers comprise a first subset of propellers of the propeller assemblies and a second subset of propellers of the propeller assemblies which rotate in a plane positioned below a plane in which the first subset of propellers rotate, wherein said first and second subset of propellers are configured for independent operation of one another as the vehicle transitions from an air medium to a water medium.

Abstract: A power transmission apparatus may include a motor/generator having a rotor selectively connectable to an engine output shaft, a first input shaft mounted coaxial with the engine output shaft and selectively connectable to the rotor, a second input shaft external to the first input shaft and fixedly connected to the rotor, an intermediate shaft parallel with the input shafts, first and second output shafts receiving torques from the first and second input shafts, and outputting a shifted torque based on the received torques, a planetary gear set mounted on the first output shaft, having a sun gear fixedly connected to the first output shaft, selectively receiving torques from the first and second input shafts and the intermediate shaft, and outputting a shifted torque based on the received torques to the first output shaft, and a plurality of gear sets allowing torque flows between the various shafts.

Abstract: A drive train includes a first gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a second gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set, a first clutch that selectively engages the second motor/generator with the first gear set, and a second clutch that selectively engages the ring gear of the second gear set with the planetary gear carrier of at least one of the first gear set and the second gear set. The planetary gears of both sets are rotatably supported by respective planetary gear carriers.

Abstract: A power transmission apparatus may include a motor/generator having a rotor selectively connectable to an engine output shaft, a first input shaft mounted along an axis of the engine output shaft and fixedly connected to the rotor, a second input shaft external and selectively connectable to the first input shaft, first and second intermediate shafts and an output shaft mounted in parallel with the input shafts, a planetary gear set mounted on the output shaft, having a sun gear fixedly connected to the output shaft, selectively receiving torques from the first and second input shafts and the first and second intermediate shafts, and outputting the shifted torque based on the received torques to the output shaft, and a plurality of gear sets allowing torque flows between the first and second input shafts, the first and second intermediate shafts, and the output shaft.

Abstract: A power control system is provided for a work vehicle with an engine. A combination starter-generator device has an electric machine and a gear set configured to receive rotational input from the electric machine and the engine and to couple the electric machine and the engine in two power flow directions. The gear set operates in one of multiple relatively high-torque, low-speed start gear ratios in one direction, including a first start gear ratio corresponding to a cold engine start mode and a second start gear ratio corresponding to a warm engine start mode, and in a relatively low-torque, high-speed gear ratio in another direction corresponding to a generation mode. First and second clutch assemblies are selectively coupled to the gear set to effect the start gear ratios during the engine start modes. A control valve is fluidly coupled to selectively apply a fluid pressure to the clutch assemblies.

Abstract: A powertrain assembly for a vehicle includes a first motor and a second motor. A power split assembly, having an output power shaft, is connected to both the first and second motors to the power output shaft. The power split assembly selectively receives power output from the first and second motors, wherein the power split assembly defines a plurality of modes of operation to provide torque to the output power shaft. The powertrain assembly also includes a bypass power shaft operatively connected between the second motor and the output power shaft, such that the second motor provides torque to the output power shaft using the bypass power shaft to reduce torque interruptions created by the power split assembly during changes in the plurality of modes of operation.

Abstract: A power transmission system of a vehicle may include a first input shaft selectively connected to an engine, a second input shaft as a hollow shaft, enclosing the first input shaft without rotational interference with the first input shaft, and selectively connected to the engine, a speed change portion including first and second planetary gear sets, each planetary gear set including three rotation elements, and four rotation shafts directly connected to at least one rotation element among the rotation elements of the first and second planetary gear sets, a motor/generator, an output shaft, and control elements including two clutches disposed at positions where the first and second input shafts are selectively connected to an output shaft of the engine, and two brakes disposed at positions where two rotation shafts among the four rotation shafts are selectively connected to a transmission housing.

Abstract: A transmission arrangement for a hybrid vehicle, in which a connection for an internal combustion engine, a connection for an electric machine and a transmission part of the transmission arrangement are arranged so as to be couplable to one another. Here, the transmission part includes a single Ravigneaux planetary gear set with two planetary transmissions and a single internal gear. The transmission part furthermore has two brakes and two clutches as frictionally locking shift elements. A drive arrangement having a transmission arrangement of this type and having in each case an internal combustion engine and electric machine connected thereto. Further, a method for operating a drive arrangement of said type, and a hybrid vehicle equipped with a drive arrangement of this type.

Abstract: An engine power delivery system provides bifurcated power-flow with transmission bypass. An engine power delivery system includes an engine that has an output element. A transmission has an input shaft coupled with the engine output element, wherein the engine is configured to generate more power than the transmission is capable of handling. A multi-speed gearing arrangement is included in the transmission and is coupled to the input shaft. An output shaft is coupled with the gearing arrangement and a vehicle axle is coupled with the output shaft to be driven thereby. A generator is configured to be intermittently driven by the engine. A motor is configured to receive electric power from the generator and to drive the vehicle axle without the transmission exceeding the maximum power rating.

Abstract: An exemplary powertrain assembly includes a first electric machine that selectively drives one or more wheel driveshafts, and a second electric machine that, through a manual transmission, selectively drives one or more wheel driveshafts. An engine, through the manual transmission, selectively drives the same wheel driveshaft selectively driven by the second electric machine. An exemplary vehicle control method includes, in an automatic transmission mode, selectively driving a wheel driveshaft with torque from a first electric machine, and selectively rotating a second electric machine with an engine. The second electric machine generates electric power that is supplied to the first electric machine. In a manual transmission mode, the method selectively applies torque to a wheel driveshaft with torque from an engine that is moved through a manual transmission.

Abstract: A control system for hybrid vehicles configured to improve an acceleration feeling or enhance acceleration. In the hybrid vehicle, an engine and a first motor are connected to an input side of a transmission, and a second motor is connected to drive wheels. A controller is configured to selectively execute a first assist control to raise an input speed to the transmission by the first motor, and a second assist control to increase an output torque of the second motor, depending on a required drive force.

Abstract: A vehicle power supply apparatus includes first and second power supply systems, first and second switches, and a fail-safe controller. The second power supply system includes a generator motor coupled to an engine, and a second electrical energy accumulator able to be coupled to the generator motor. The fail-safe controller inhibits a powering state of the generator motor on the condition that the second switch is in a malfunctioning state in which the second switch is rendered inoperative in a second turn-on state. The second turn-on state includes coupling the generator motor and the second electrical energy accumulator to each other.

Abstract: A hybrid powertrain that includes a combustion engine (4) and a gearbox (2) with an input shaft (8) and an output shaft (20); a first planetary gear (10) connected to the input shaft (8); a second planetary gear (12) connected to the first planetary gear (10); a first electrical machine (14) connected to the first planetary gear (10); a second electrical machine (16) connected to the second planetary gear (12); at least one gear pair (G1, 60, 72) connected to the first planetary gear (10) and to the output shaft (20); and at least one gear pair (G2, 66, 78) connected to the second planetary gear (12) and to the output shaft (20), a countershaft (18) provided between the combustion engine (4) and the gearbox (2) so that the engine (4) can be disconnected from the gearbox (2). Also disclosed is a method for controlling the disclosed hybrid powertrain (3). Also a vehicle (1) includes such a gearbox (2), and a method to control such a gearbox (2). Also a computer program (P) to control a gearbox.

Abstract: A power transmission apparatus of a hybrid electric vehicle using an engine and first and second motor/generators as power sources, may include a first shaft, a second shaft which is selectively connectable to the first shaft and fixedly connected to the first motor/generator, a third shaft selectively connectable to the first shaft, a fourth shaft coaxially mounted with the third shaft, a fifth shaft transferring rotational power transmitted from the third and fourth shafts to a final reduction gear, a sixth shaft fixedly connected to the second motor/generator, a seventh shaft transferring rotational power transmitted from the sixth shaft to the final reduction gear and a planetary gear set including first, second, and third rotation elements wherein the first to seventh shafts are externally gear-meshed with each other by four gear sets so that rotational power is transmitted.

Abstract: The present disclosure discloses a power-driven system and a vehicle. The power-driven system includes: a power coupling device, where the power coupling device includes a first sun gear, a first planet carrier, a first ring gear, a second sun gear, a second planet carrier, a second ring gear, and a power transmission part; a power source; a first motor generator and a second motor generator; and a first braking device directly or indirectly braking the power transmission part. The power transmission part is coaxially linked to the first sun gear and the second sun gear. The power source is configured to selectively connect to the power transmission part. The first motor generator is linked to the first ring gear, and the second motor generator is linked to the second ring gear.

Abstract: A power transmission apparatus of a hybrid electric vehicle may include an input shaft receiving an engine torque, an output shaft disposed at a same axis with the input shaft and outputting a shifted torque, first and second motor/generators, a first shifting section including a compound planetary gear set formed as a combination of first and second planetary gear sets, forming an adjusted torque from the engine torque received through two paths and torques of the first and second motor/generators, and outputting the adjusted torque, and a second shifting section including a third planetary gear set and outputting a shifted torque of two stages from a torque received from the first shifting section to the output shaft.

Abstract: A hybrid vehicle may be a series hybrid or a parallel hybrid vehicle. One embodiment of a parallel hybrid vehicle includes an engine, a transmission coupled to the engine, a front drive coupled to the transmission through a prop shaft, a rear drive coupled to the transmission, a traction motor drivingly coupled to the prop shaft, and a battery to operate the traction motor.

Abstract: A drive device for a motor vehicle, with a first drive assembly, a second drive assembly, and a planetary gearing, via which the first drive assembly and the second drive assembly, which has a drivable axle of the motor vehicle, can be operatively connected. In this case, it is provided that the first drive assembly can be operatively connected to the planetary gearing via a first clutch coupling, and the drivable axle can be operatively connected to the planetary gearing via a second clutch coupling, and the second drive assembly and an auxiliary assembly are permanently operatively connected to the planetary gearing.

Abstract: A power transmission apparatus for a vehicle may include: first, second, and third input shafts disposed coaxially with each other and each selectively connected with a motor/generator; a torque mediating shaft disposed coaxially with the first input shaft; a first intermediate shaft in parallel with the first input shaft; a second intermediate shaft in parallel with the first input shaft, and selectively connected with a transmission housing; a first shifting section including five gear sets, selectively receiving torques through the first and third input shafts, and providing intermediate shift-stages; and a second shifting section including a planetary gear set, forming an output torque by combination of torques from the first shifting section and the second input shaft, and outputting the output torque to the output shaft through one gear set.

Abstract: A transmission control method of a hybrid vehicle provided with a transmission having no reverse gear, may include performing a speed control of a motor with a target RPM corresponding to an existing gear step when a shift lever is switched from a drive D to a neutral N; and performing a backward travel with the existing gear step by engaging a gear of the existing gear step with a clutch and applying a reverse torque of the motor to the transmission when the shift lever is switched from the neutral N to a reverse R.

Abstract: An electronically controlled variable speed mechanical drive to be used in high power applications where using a direct drive motor is not feasible due to weight and size constraints. The variable speed drive components convert an externally driven fixed displacement pump into a variable displacement pump by electronically setting the pump speed to meet flow demands. A single stage pump and a multi-stage pump are so converted, according to the present disclosure.

Abstract: A torque vectoring system may include a first planetary gear set that may include first, second, and third rotation elements, wherein the first rotation element is selectively connectable to one of the left-side output shaft and the right-side output shaft through a coupling element, the second rotation element is selectively connectable to the one output shaft through a coupling element, and the third rotation element is fixedly connected to a housing; and a second planetary gear set that may include fourth, fifth, and sixth rotation elements, and the fourth rotation element is fixedly connected to the first rotation element, the fifth rotation element is connected to the differential such that power may be transmitted thereto, and the sixth rotation element is fixedly connected to the second rotation element.

Abstract: A variable-speed speed increaser includes: an electric driving device that generates a rotational driving force; and a transmission device that changes the speed of the rotational driving force generated by the electric driving device and transmits the changed rotation driving force to a driving target. The transmission device includes: a sun gear; a sun gear shaft fixed to the sun gear; a planetary gear that meshes with the sun gear; an internal gear; a planetary gear carrier that has a planetary gear carrier shaft; and an internal gear carrier that has an internal gear carrier shaft. The electric driving device includes: a constant-speed motor that has a constant-speed rotor; and a variable-speed motor that has a variable-speed rotor. The internal gear carrier includes a clutch mechanism that connects a cylindrical portion connected to the internal gear with the internal gear carrier shaft.

Abstract: A vehicle driveline system for a vehicle is provided. The system comprises a differential (110) having two output shafts (111,112) being connectable with respective wheel shafts, a primary electrical motor (121) being connected with a driving input (117) of the differential (110) via a first reduction gearing (130), said first reduction gearing (130) being connected to a secondary electrical motor (122) for adjusting the gear ratio of the first reduction gearing (130); whereby the secondary electrical motor (122) is connected to a clutch arrangement (150) configured to selectively lock the gear ratio of the first reduction gearing (130).

Abstract: A motor vehicle transmission, the transmission having an input shaft rotationally fixed to a second element of a first planetary gear set and rotationally fixable to a first element of a second planetary gear set by a first shift element. A first element of the first planetary gear set is rotationally fixable to a housing of the transmission by a second shift element and to the first element of the second planetary gear set by a third shift element. An output shaft of the transmission is rotationally fixed to a third element of the first planetary gear set and to a second element of the second planetary gear set. A third element of the second planetary gear set is rotationally fixable to the housing by a fourth shift element. Additionally, two elements of the first planetary gear set are rotationally fixable to each other by a fifth shift element.

Abstract: An electric vehicle drive unit includes: first and second traveling motors that include first and second rotors, respectively; and a first planetary gear mechanism that includes first to third rotation element, The first rotation element is rotatably coupled to the first rotor. The second rotation element is rotatably coupled to the second rotor via a connection portion. The third rotation element is coupled to an output shaft coupled to a drive wheel side. Rotary axes in the first planetary gear mechanism, the first traveling motor and the second traveling motor are coaxially arranged. The electric vehicle drive unit further includes a clutch that disconnectably connects any two rotation elements among the first to third rotation elements to switch the two rotation elements to a directly coupled state at the time of connection.

Abstract: A dual axis motor a first epicyclic gear, a second epicyclic gear, a rim gear, an inner rotor, an outer rotor, a brake and a stator assembly. The second epicyclic gear is operative to mesh with the first epicyclic gear and move in around the first epicyclic. The inner rotor is fixedly connected to the first epicyclic gear. The outer rotor fixedly is connected to the second epicyclic gear. The stator assembly spaced from the inner rotor by a first gap and spaced from the outer rotor by a second gap. The motor provides a resultant torque to driven device. The resultant torque is provided by the inner rotor, outer rotor, the brake, or by sudden deceleration of one or more elements within the dual axis motor. The gear ratio provided by the first and second epicyclic gear allow for an enhanced speed range while providing high starting torque.

Abstract: An engine starting system for starting an engine promptly during propulsion without reducing a drive force. When a condition to crank the engine is satisfied during propulsion in a neutral stage, torque is applied to an input rotary element to crank the engine by reducing a rotational speed of a control rotary element by increasing a torque capacity of a first engagement device to utilize an inertial force of the free rotary element as a reaction force.

Abstract: A power transmission apparatus includes a first meshing engagement mechanism that selectively couples a first rotational section and a second rotational section; and a second meshing engagement mechanism that selectively couples a third rotational section and a fourth rotational section. The first meshing engagement mechanism includes a first movable member provided with third meshing teeth that mesh with first meshing teeth provided on one of the first and the second rotational sections. The second meshing engagement mechanism includes a second movable member provided with fourth meshing teeth that mesh with second meshing teeth provided on one of the third and the fourth rotational sections. At least a portion of a first movable region of the third meshing teeth and at least a portion of a second movable region of the fourth meshing teeth overlap with each other in a radial direction with respect to a rotational axis.