Abstract: This manual transmission includes an input shaft Ai to which power is input from an internal combustion engine E/G through a clutch C/T, an output shaft Ao to which power is input from an electric motor M/G, and a plurality of EV travel gear stages (EV, EV-R) in which no power transmission system is established between the input shaft Ai and the output shaft Ao, and a plurality of HV travel gear stages (2-nd to 5-th) in which a power transmission system is established between the input shaft Ai and the output shaft Ao. On an H-type shift pattern, the shift completion position of the EV travel gear stage for forward travel (EV) is disposed at the forward end of the leftmost shift line, and the shift completion position of the EV travel gear stage for reverse travel (EV-R) is disposed at the rearward end of the rightmost shift line.

Abstract: The manual transmission of this apparatus includes an input shaft Ai to which power is input from an internal combustion engine E/G through a clutch CIT and an output shaft Ao to which power is input from an electric motor M/G. This transmission has a plurality of EV travel gear stages (EV, EV-R) (different from the neutral) in which no power transmission system is established between the input shaft Ai and the output shaft Ao, and a plurality of HV travel gear stages (2-nd to 5-th) in which a power transmission system is established between the input shaft Ai and the output shaft Ao. On an H-type shift pattern, the shift completion position of one EV travel gear stage for forward travel and the shift completion position of one EV travel gear stage for reverse travel are disposed at opposite ends of a common shift line.

Abstract: An electro-mechanical drive-unit includes an input member, an output member, a drive-unit housing, and a gearing arrangement operatively connected to each of the output and input members. The drive-unit also includes a pump for circulating pressurized fluid and an electric motor. The electric motor includes a rotor connected to the gearing arrangement, a stator fixed relative to the drive-unit housing and having wire windings, and a motor housing configured to retain the rotor and the stator. The drive-unit also includes a fluid cavity between the drive-unit housing and the motor housing configured to receive the pressurized fluid. The drive-unit housing defines a passage in fluid communication with the fluid cavity. The drive-unit also includes a fastener having a head and a shank. The fastener is secured within the passage to facilitate discharging the fluid from under the fastener head onto the wire windings for cooling and/or lubrication thereof.

Abstract: A vehicle drivetrain has a first driver, a first clutch to selectively couple the first driver with an engine, an energy storage device coupled to the first driver, a second driver coupled to the energy storage device and connected to a driveshaft, and a second clutch that selectively couples the first and second drivers. In one embodiment, the first clutch is opened and the second clutch is closed during a vehicle operating condition requiring high torque, the first clutch is closed and the second clutch is opened during a transient vehicle operating condition, and the first clutch and the second clutch are closed during a steady-state vehicle operating condition. Additional clutches may be included to reduce energy losses or provide multiple mechanical ratios. The drivers themselves may be pumps, motors, generators, combined pump/motors, or combined motor/generators, making the invention suitable for both hydraulic implementation and electric implementation.

Abstract: A drive engages a shaft (4) and, via at least one shaft (5, 6) of a transmission, an electric machine. An output can be connected to another shaft (9). During gear shifts, the shafts (4, 5, 6, 9) are couple such that the rotational speed of the shaft (5, 6), which can couple the electric machine when torque at the shaft (9) is equivalent to the torque of the electric machine, and is a product of the gear ratio between the shaft (5, 6) and the shaft (9) and the rotational speed of the shaft (9) or, when torque present at the shaft (9), is equal to the torque of the drive engine or electric machine, and is a sum of the product of the rotational speed of the shaft (4) and a first variable, and the product of the rotational speed of the shaft (9) and a second variable.

Abstract: A device for changing a transmission ratio between a turbine shaft and a shaft of a starter-generator of an aeroengine, the device including: first and second fixed gear wheels carried by the shaft of the starter-generator; first and second idler gearwheels carried by the turbine shaft, and meshing respectively with the first and second fixed gearwheels to define different gear ratios; a changeover sleeve interposed between the idler gearwheels and mechanically coupled to the turbine shaft, the changeover sleeve being movable in translation on the turbine shaft between two coupling positions; and a mechanism causing the changeover sleeve to move in translation automatically from either one of its coupling positions to the other one when the sum of torques between the turbine shaft and the starter-generator shaft changes sign.

Abstract: Automated range-change transmission (CT) of a motor vehicle, with a main transmission (HG) with a lay-shaft design, which features a main shaft (WH) and at least one lay shaft (WVG1, WVG2), and with a pre-shift group (GV) drivingly connected upstream on the main transmission (HG), particularly designed as a split group, whereas an input shaft (WGE) of the range-change transmission (CT) is able to be coupled with an internal combustion engine (VM) of a drive unit of the motor vehicle and an output shaft (WGA) of the range-change transmission (CT) with an axle drive (AB) of the motor vehicle, whereas an electric motor (EM) of the drive unit formed as a hybrid drive is able to be coupled at the pre-shift group (GV) through a planetary transmission (PG), whereas the electric motor (EM) is able to be coupled to a first element of the planetary transmission (PG), whereas a second element of the planetary transmission (PG) is able to be coupled with an input shaft of the pre-shift group (GV) and thus the input shaft

Abstract: A propulsion system including an alternative fuel engine that propels a vehicle with an electric dc motor coupled to the vehicle's transmission.

Abstract: A propulsion system includes two electric motors, a gearbox with at least three forward gears and a control unit to control the electric motors and the engagement of the gears. The gearbox includes two primary shafts, one associated to with the odd gears and the other with the even gears and are permanently connected each to a respective electric motor. The control unit controls the two electric motors and the engagement of the gears of the gearbox to provide at least a first operating mode in which the first gear and the second gear are engaged at the same time and a second operating mode in which the second gear and the third gear are engaged at the same time. In each of these operating modes the torque being transmitted by both the electric motors.

Abstract: A drive-train of a vehicle with a hybrid drive comprising an internal combustion engine and an electric machine and an automated group transmission connected between the hybrid drive and a drive axle. The transmission comprises a main transmission having a main shaft, countershafts, and a splitter group connected up upstream from the main transmission. The electric machine is connected to the countershafts. The splitter group and the main transmission have a common direct gear which is engaged by a clutch to support traction force shifting of the main transmission. The clutch connects a transmission input shaft to the main transmission shaft to form the direct gear. While the direct gear is engaged, the connections of the transmission input shaft and the main transmission shaft to the countershaft and the electric machine are separated.

Abstract: A drive system and method includes a gearbox system, a first hydraulic motor driving a first input shaft, a second hydraulic motor driving a second input shaft, a drive pump driving the first and second hydraulic motors, and a system control for controlling the drive pump, the clutch assembly, and the first and second hydraulic motors. The gearbox system includes the first input shaft having a first input gear driving a first output gear on an output shaft, the second input shaft having a second input gear driving a second output gear disengageable from the output shaft, and a clutch assembly for engaging the second output gear with the output shaft. The clutch assembly includes a clutch to engage the second output gear with the output shaft, and a fluid access channel through a rotary manifold to provide pressurized fluid to activate the clutch.

Abstract: A system for venting a hybrid electric powertrain includes a module defining a first volume containing a clutch and an electric machine, a housing defining a second volume containing an automatic transmission, and lines producing mutual pneumatic connections among the first volume, the second volume and ambient atmosphere.

Abstract: A double clutch powertrain for a vehicle makes smooth starting of the vehicle and smooth gear shifting possible despite using a dry type double clutch and makes regenerative braking and power generation possible when the vehicle decelerates, thus improving the driving characteristics of the vehicle, and enhancing the fuel efficiency of the vehicle.

Abstract: A kinetic energy system incorporates multiple flywheels, each flywheel situated and adapted to develop and store kinetic energy, and to subsequently impart that energy to move a work machine. Each flywheel is controlled by an ECM to operate in a selective sequence with respect to any of the other flywheels. Each flywheel has its own individual external gear and clutch unit adapted to be in communication with a commonly shared continuously variable transmission. The plurality of flywheels may be operated sequentially to develop, store, and dispense kinetic energy equivalently to that of a substantially larger unitary flywheel. In the disclosed embodiment and method of operation, the flywheel system may be employed with a traditional internal combustion engine to produce a hybrid motive source, with capability for effectively meeting transient load demands of an off-road work machine.

Abstract: A drive train (6) is provided for a motor vehicle which can be driven in a purely electric manner. A gear mechanism (7, 15) has a standardized housing (8) for accommodating an electrical machine (16) or two electrical machines (10, 11) and for accommodating two gear mechanism output shafts (9) which are associated with a vehicle axle (2, 4). A large number of drive topologies for various vehicle sectors with purely electric drives can be formed by configuring the drive train in this way.

Abstract: A coupling device for a hybrid power plant operates in at least two electrical/internal-combustion-electrical modes designed for a vehicle, whereby the coupling device includes a first drive shaft that is coupled to an electric motor and a second drive shaft that is coupled to an internal combustion engine. The coupling device includes at least one primary shaft that can be coupled by first or second transmission element to the first or the second drive shaft under the action of selection element that can assume a first position and a second position in such a way that: In the first position of the selection element, the primary shaft is coupled to the first or to the second drive shaft by the first or the second transmission element; and In the second position of the selection element, the primary shaft is coupled to the first drive shaft by the first transmission element.

Abstract: A dual electric driving device, comprising: a main driving motor including a driving rotary shaft, with a shifting transmission gear being mounted on the front end of the driving rotary shaft; an outputting module being correspondingly mounted on the shifting transmission gear, the outputting module including a shifting driving shaft being rotatable by a driving force of the shifting transmission gear; a clutching and speed reducing driving device being correspondingly sleeved onto the back end of the driving rotary shaft of the main driving motor and coaxially rotatable by being engaged with the driving rotary shaft in one single direction; and an accessory driving motor including a driving shaft, the driving shaft being correspondingly mounted through the clutching and speed reducing driving device, and further being able to push the driving rotary shaft in one single direction to rotate by driving the clutching and speed reducing driving device.

Abstract: First and second engines ENG1 and ENG2; first and second transmissions TM1 and TM2 shifting the output of the first and second engines; first and second one-way clutches OWC1 and OWC2 that are provided in each output portion of the first and second transmissions; a driving target member 11 commonly connected to the output members 121 of the first and second one-way clutches via clutch mechanisms CL1 and CL2 and transmits the rotational power transmitted to the output members of the one-way clutches to the driving wheel 2; a main motor/generator MG1 connected to the member 11; a sub motor/generator MG2 connected to the output shaft S1 of the first engine; a battery 8 sending/receiving the electric power between both motor/generators; a synchronization mechanism 20 connecting/disconnecting the member 11 and the output shaft S2 of the second engine; and a controller 5.

Abstract: The present invention relates to a powertrain for a hybrid type vehicle with a thermal engine (10), notably of internal-combustion type, an electric machine (12) connected to an axle shaft (24) of the vehicle and a transmission device (36) comprising a primary transmission shaft (38) connected to drive shaft (18) of thermal engine (10) through a disengageable coupling (44) and carrying at least two first gear wheels (56, 58) cooperating with at least two second gear wheels (60, 62) carried by a secondary transmission shaft (40) connected to the axle shaft. According to the invention, primary transmission shaft (36) is connected to an auxiliary electric machine (14).

Abstract: A power transmission apparatus includes a first one-way clutch disposed between a motor output shaft of an electric motor and a primary shaft, and a second one-way clutch disposed between an output transmission shaft coupled to a drive wheel and the motor output shaft. Using the motor output shaft as a reference, the two one-way clutches transmit torque in a single direction and do not transmit torque in the opposite direction. The one-way clutches are not operated using oil pressure, while power is not transmitted in a single direction in accordance with a torque magnitude. Therefore, a plurality of torque transmission paths are formed in the power transmission apparatus without the need for an oil pressure supply.

Abstract: A hybrid drive system with first drive 11—especially a combustion engine—and second drive 12—especially an electric machine—for driving a transmission output shaft 20 of a transmission 10 for a vehicle is provided. The transmission 10 can include a first shiftable partial transmission 15 with a first main shaft 17, which is connectable by a first group of shiftable gear pairs 41/51, 45/52, 43/53, 44/54 to an intermediate shaft 28, and the first drive 11 is connectable to the first main shaft 17 of the first shiftable partial transmission 15. In addition, a second shiftable partial transmission 16 with a second main shaft 18, which is connectable by a second group of shiftable gear pairs 45/51, 46/52, 47/53, 48/54 to the intermediate shaft 28, can be included.

Abstract: The present invention relates to a method for actuating the stop & start function in a moving vehicle, especially an industrial or commercial or special vehicle, said vehicle being equipped with hybrid drive of the parallel type, comprising a thermal engine (1), an electric motor-generator (2), a single clutch unit (3) placed between the two engines, a transmission system (6) comprising an automated manual transmission, a hybrid power steering both hydraulic and electric, the method comprising the steps of enabling of the stop phase, activation of the stop phase, maintaining of the stop phase, activation of the start phase.

Abstract: In a wave gear device, similarity curve tooth profiles for defining the tooth-face tooth profile of each of a flexible externally toothed gear and a rigid internally toothed gear is determined from the movement trajectory, relative to a tooth of the rigid internally toothed gear, of a tooth of the flexible externally toothed gear at a main cross-section at which the deflection factor is ?=1. Tooth profile curves, which have been subjected to profile shifting corresponding to the difference between the deflection factor ?o (>1) of the opening-end cross-section of the flexible externally toothed gear and the deflection factor ? of the main cross-section, are determined from the similarity curves; and the tooth profile curves are used to form the tooth-face tooth profile portions of the two gears.

Abstract: A hybrid power system for a vehicle which may include an internal combustion engine and a supplemental energy system for converting the mechanical energy generated by the engine to electrical energy and storing it as opportunity provides; and using the stored electrical energy to augment engine output as necessary. The supplemental energy system may include a motor-generator engaged with a flywheel.

Abstract: The invention relates to a drive device (10) for an automotive work machine, wherein the drive device (10) includes a first hydraulic motor (12a) coupled to a driven shaft (16), a second hydraulic motor (12b) and a coupling device (18), by means of which the second hydraulic motor (12b) can be coupled to the driven shaft (16) for torque addition in a first shift state, and can be decoupled from the driven shaft (16) in a second shift state. The coupling device (18) in turn includes at least one synchronizing body (20) with a conical friction surface (22) coupled to the second hydraulic motor (12b) and a gear wheel (24) with a corresponding friction surface (26) movable relatively to the synchronizing body (20) and coupled to the driven shaft (16).

Abstract: In a hybrid drive train with torsional vibration dampers of a hybrid motor vehicle, including an internal combustion engine, an electric machine, a clutch and a transmission, a first spring damping system is arranged between the internal combustion engine and the electric machine and a second spring damping system is arranged between the electric machine and the transmission, each damping system being provided with an arrangement of springs and a centrifugal pendulum for reducing humming noises in a hybrid drive train in the low speed driving range of the hybrid motor vehicle.

Abstract: A hybrid drive manual transmission, for a motor vehicle, having two input shafts (GE1, GE2) and one common output shaft. The first shaft (GE1) can connect with a combustion engine drive shaft and can drive the output shaft via a first group of gearwheel sets. The second shaft (GE2) can connect with an electric machine and, via a second group of gearwheel sets, the output shaft. The input shafts (GE1, GE2) can connect with one another via a coupling device. For inexpensive production, the transmission is derived from a double clutch transmission having a hollow input shaft (GE2) and a coaxial inner input shaft (GE1) and a coupling device of which comprises a gear step and/or a shiftable clutch, which replaces that gearset and associated gear clutch. The gearset of the underlying double clutch transmission is allocated to first input shaft (GE1) and adjacent the gear-side end of shaft (GE2).

Abstract: A power transmission device is comprised of a first shaft having a first gear and a second gear and capable of being drivingly coupled with the engine; a second shaft drivingly coupled with the electric motor and the first shaft; a third gear meshing with the first gear to form a first gearing having a first gear ratio; a fourth gear coaxial with the third gear, the fourth gear meshing with the second gear to form a second gearing having a second gear ratio; a third shaft coaxial with both the third gear and the fourth gear, the third shaft being drivingly coupled with the axles; a first clutch configured to selectively connect and disconnect the third gear with the third shaft; and a second clutch configured to selectively connect and disconnect the fourth gear with the third shaft.

Abstract: This transmission include an input shaft to which power is input from an internal combustion engine and an output shaft to which power is input from an electric motor. This transmission has a gear stage (EV) for EV travel (different from the neutral) in which no power transmission system is established between the input and output shafts, and a plurality of gear stages (1-st to 5-th) for HV travel in which a power transmission system is established between the input and output shafts. “1-st” is used in place of “EV” so as to start a vehicle only when EV travel cannot be performed normally. On an H pattern, a “shift completion position for EV” is disposed at a position through which a shift operation member passes during a “shift operation” (operation in the front-rear direction of the vehicle) from a “1-2 selection position” to a “shift completion position for 1-st.

Abstract: A hydraulic drive comprising multiple gear motors each having a gear motor output shaft, and a common gear engaged by the output shafts of the multiple gear motors. Each hydraulic motor has a characteristic sinusoidal torque ripple out of phase with the characteristic sinusoidal torque ripple of at least one other hydraulic motor for cancelling torque ripple and thereby reducing the torque ripple at the common gear.

Abstract: A first tubular shaft is placed on a radially outer side of a countershaft. A second tubular shaft is placed on a radially outer side of the first tubular shaft. A first driven gear is provided at one end portion of the first tubular shaft and is meshed with a first drive gear. A second driven gear is provided at one end portion of the second tubular shaft and is meshed with a second drive gear. A second secondary coupling portion is provided at the countershaft. A second primary coupling portion is provided at the other end portion of the first tubular shaft. The second primary coupling portion is engageable with the second secondary coupling portion. A third primary coupling portion is provided at the other end portion of the second tubular shaft. The third primary coupling portion is engageable with the second secondary coupling portion.

Abstract: A power delivery system for a vehicle is disclosed. In one embodiment, the power delivery system includes a chassis engine configured to power driving functions of the vehicle and an auxiliary engine configured to power non-driving hydraulic functions of the vehicle. The power delivery system may also include a power boost system comprising a hydraulic pump and a hydraulic motor in fluid communication with each other. The hydraulic pump may be coupled to a power output of the chassis engine while the hydraulic motor may be coupled to a power output of the auxiliary engine. In one embodiment, the power delivery system has a power sharing mode in which power is transferred from the chassis engine power output to the auxiliary engine power output via the hydraulic pump and motor such that the non-driving hydraulic functions of the vehicle are simultaneously powered by the chassis engine and the auxiliary engine.

Abstract: A dual drive pump system for rear wheel or front wheel drive automatic transmission in a motor vehicle includes a dual drive pump disposed off-axis of the transmission input shaft axis and driven by a gear train driven by a hub. The dual drive pump is also driven by a gear train driven by an auxiliary motor. Torque multiplication through the gear train allows the dual drive pump to have a smaller displacement while still providing the hydraulic pressure needs of the transmission. Each gear train is connected to the dual drive pump via back-to-back one way clutches (OWC). The dual drive pump may be driven by either an engine or the auxiliary motor depending on the operating conditions of the motor vehicle.

Abstract: A drive train for a motor vehicle, in particular a hybrid vehicle, having a drive shaft that can be connected to an internal combustion engine, and a transmission oil pump that can be coupled to the drive shaft by means of a switchable freewheel. An electrical machine for driving the transmission oil pump is also provided and is arranged in the power flow direction between the drive shaft and the transmission oil pump, and is in parallel to the freewheel in the power flow direction. A second freewheel is unnecessary and thereby reduces the construction space needed for the power train.

Abstract: A driving apparatus, an electromechnical actuator and a clutch driver are disclosed. A variable-speed gear disk module and an electric driving component are linked, and a one-way bearing is installed between the variable-speed gear disk and a pedal driving module, such that a user can selectively use the electric driving component to drive a gear disk in order to drive a bicycle body to move forward, without driving a pedal module by a feed-back link. When the pedal module is used to drive the bicycle body to move forward, the electric driving component will not be driven by the feed-back link, so as to prevent accidents caused by the pedal module that is rotated with the gear disk at a high speed.

Abstract: A hybrid drive system includes an input shaft of an automatic transmission, a clutch, an intermediate shaft, and a first gear disposed on a first shaft coaxial with an engine output shaft. An electric motor and a second gear provided on an output shaft of the electric motor are disposed on a second shaft. A rotation of the engine output shaft is transmitted to the input shaft through the clutch and the intermediate shaft, and a rotation of the electric motor is transmitted to the input shaft through the second gear and the first gear. The intermediate shaft is supported by a first support wall through a bearing. The clutch is disposed between the intermediate shaft and the engine output shaft, and a front side of the input shaft is rotatably supported by a second support wall, and connected to a rear side of the intermediate shaft through a spline.

Abstract: A coaxial arrangement of an add-on module having a main axis and a basic transmission having a main axis. The add-on module comprises a drive element that is arranged coaxially with the main axis. The basic transmission has an oil pump is driven by the drive element of the add-on module, via a spur gear stage, and the spur gear stage comprises a first spur gear arranged coaxially with the main axis and a second spur gear arranged offset relative to the main axis. A method for assembling the add-on module with the basic transmission, in which the drive element and the first spur gear can be coupled with one another by a plug-in connection, is also disclosed. During the assembly process, the first spur gear is first coupled, in advance, to the basic transmission and then brought into meshing engagement with the second spur gear.

Abstract: A drive arrangement for a least one auxiliary equipment of a hybrid vehicle includes a gearbox having at least one input shaft connected to a drive internal combustion engine and one output shaft connected to driven wheels of the vehicle. The drive arrangement includes a power split device having no more than three separate input/output couplings, with a first coupling connected to the input shaft, a second coupling connected to the output shaft, and a third coupling connected to the at least one auxiliary equipment. The drive arrangement includes an auxiliary electric machine connected to one of the couplings of the power split device, and adapted to deliver torque to the at least one auxiliary equipment. The drive arrangement further includes an arrangement to disconnect the first coupling from the input shaft of the gearbox.

Abstract: A drive unit for a hybrid vehicle includes an engine mounted on a front portion of a vehicle, a motor mounted on the front portion of the vehicle, a transmission mounted on a rear portion of the vehicle, an auxiliary transmission connected to an output shaft of the engine and to an output shaft of the motor, and a connecting shaft connecting an output shaft of the auxiliary transmission to the transmission, wherein the motor is arranged to be closer to a rear portion of the auxiliary transmission than to a front portion of the auxiliary transmission in a front/rear direction of the vehicle and to be below the connecting shaft.

Abstract: A kinetic energy system incorporates multiple flywheels, each flywheel situated and adapted to develop and store kinetic energy, and to subsequently impart that energy to move a work machine. Each flywheel is controlled by an ECM to operate in a selective sequence with respect to any of the other flywheels. Each flywheel has its own individual external gear and clutch unit adapted to be in communication with a commonly shared continuously variable transmission. The plurality of flywheels may be operated sequentially to develop store, and dispense kinetic energy equivalently to that of a substantially larger unitary flywheel. In the disclosed embodiment and method of operation, the flywheel system may be employed with a traditional internal combustion engine to produce a hybrid motive source, with capability for effectively meeting transient load demands of an off-road work machine.

Abstract: An axle module may comprise an outer housing and a ring gear assembly rotatably supported within the outer housing on a hub. The axle module may further include first and second shafts arranged within the ring gear assembly, and first and second inner hubs rotatably fixed to the first and second shafts, respectively. Additionally, the axle module may include first and second clutch packs, each having a first plurality of friction plates fixed for rotation to the first and second inner hubs, and a second plurality of friction plates fixed for rotation to the hub. Exemplary axle modules may have a reduced packaging width.

Abstract: An adapter assembly is provided and includes a body having a first periphery, a second periphery opposite the first periphery and a central region interposed between the first and second peripheries. The first periphery is attachable to a first housing at a first aperture thereof, the first housing defining an interior in which a first motor is disposable. The second periphery is attachable to a second housing at a second aperture thereof, the second housing defining an interior in which a second motor is disposable. The central region is configured to encase a coupling for operably coupling the first and second motors via the first and second apertures, respectively, for output to a shaft.

Abstract: A geared fluid drive arrangement in which a constant speed motor is used to start a “full-size” boiler feed pump, and is able to operate the pump at a limited speed and correspondingly limited power adequate to fill, pressurize and feed water to a boiler such as would be used for an electrical generating plant to start-up and to operate stably at part load, but not necessarily full load. After the boiler is operating stably, steam from the boiler or from an extraction point of the main turbine is admitted to a mechanical drive steam turbine in order to drive the same “full-size” pump to the normal operating range.

Abstract: Provided is a drive apparatus of a hybrid vehicle, configured in such a manner that the occurrence of a resonance phenomenon is minimized and that the efficiency of utilization of the space occupied by a torque limiter mechanism is improved. A drive apparatus 100A for a hybrid vehicle is configured in such a manner that a torque limiter TL is provided in the path of power transmission between an inner shaft 2a and a generator 60 at a position between the generator 60 and a motor 70. The torque limiter TL axially overlaps with at least a part of the stator 65 of the generator 60 and/or at least a part of the stator 75 of the motor 70.

Abstract: A hybrid drive for a motor vehicle comprises an automated conventional gearbox, an internal combustion engine having a drive connection a first transmission input shaft, an electric drive having a drive connection to a second transmission input shaft, a layshaft, freely moving wheels and fixed wheels being arranged in a plurality of wheel set planes, a plurality of gear shift devices, and a transmission output shaft. The two transmission input shafts are arranged coaxially with respect to one another. In one of its shifted positions a gear shift device connects the two transmission input shafts to one another effectively in terms of drive, and in another shifted position shifts a gearspeed.

Abstract: Disclosed are a planetary gear system using tow input characteristics, a gear module thereof, and a method for controlling the same, which exhibit an effect of the gear shift using two motor characteristics, and also a gear module thereof, and a method for controlling the same. A gear system including a first gear unit; a second gear unit that rotates to mesh with the first gear unit; a third gear unit that rotates to mesh with at least one of the first gear unit and the second gear unit; and a driving source that generates a driving force. Two gear units of the first to third gear units serve as input parts to which driving forces from the driving source are transmitted, respectively, and the rest one gear unit serves as an output part from which a resultant force obtained by combining the driving forces is output.

Abstract: The invention relates to an electromagnetic clutch (4) which is used to connect a steam engine (2) to a combustion engine (3) and which comprises a first shaft (8) that can be driven by the steam engine (2), and a second shaft (9) that can be driven by the combustion engine (3), an idler gear (23) being connected to the first shaft (8) and a clutch bell (26) being connected to the second shaft (9). A freewheel (27) is provided between the idler gear (23) and the clutch bell (26) and is used to transmit a rotational movement from the idler gear (23), which is connected to the first shaft (8), onto the clutch bell (26) and allows the clutch bell (26) to freewheel in relation to the idler gear (23). An electromagnetic actuation force can furthermore generate a frictional force between the idler gear (23) and the clutch bell (26) to carry along the steam engine (2).

Abstract: Two motor and planetary gear type speed reducers are disposed sequentially from an outer side in a width direction of a vehicle, whereby the speed reducers are disposed between the motors. A radially outer edge of a ring gear of one of the speed reducers is formed smaller than the smaller one of the two radially outermost edge portions of the motors. An offset space that is recessed further radially than an imaginary line that connects the radially outermost edge portion of one motor with the that of the other motor is provided radially outwards of the ring gear of one of the speed reducers, and at least part of a breather chamber of a breather unit and at least part of a strainer accommodation compartment are disposed within the offset space. It is thus possible to expand a volumetric capacity room that communicates with an interior of a case.

Abstract: A system and a method for modifying a transmission in a gasoline-electric hybrid vehicle to couple the transmission to an off-axis electric motor. The transmission includes a motor-driven gear that replaces an engine-driven reverse gear. The motor-driven gear is hard-splined to an output shaft of the transmission. An electric motor is coupled to the output shaft of the transmission via the motor-driven gear. The electric motor may thus be oriented along an axis that differs from the axis of the transmission's output shaft.

Abstract: A torque transmission unit which has a first centrifugal mass that can be non-rotatably associated with an internal combustion engine and a second centrifugal mass that is connected downstream of the first mass and can be associated with a transmission. The second centrifugal mass has a rotor of an electric machine for transmitting a torque that can be electrically generated to the second centrifugal mass and a centrifugal force pendulum for reducing torsional vibrations.