Abstract: A motor assembly including an annulus gear including an annulus gear body having a hollow cylindrical form, and a plurality of annulus gear teeth disposed on an inner surface of the annulus gear body; at least one first outrunner motor disposed in an interior of the annulus gear, the at least one first motor being arranged to drive the annulus gear; a carrier disposed at least partially in the interior of the annulus gear, the carrier including a plurality of carrier gears rotationally connected to the carrier body, the carrier gears being engaged with the annulus gear; a center gear disposed in the interior of the annulus gear, the carrier gears being engaged with the center gear; and at least one second outrunner motor disposed in the interior of the annulus gear, the at least one second motor being arranged to drive the center gear.

Abstract: A hybrid vehicle and a method of controlling the same, are configured for more efficiently distributing driving power for respective driving sources. The method of controlling a hybrid electric vehicle may include determining an engine operating point in a hybrid electric vehicle (HEV) mode, and determining first torque for a first motor and second torque for a second motor based on engine torque according to the engine operating point, required torque, and a speed of an input end of a transmission, the first motor may be directly connected to the engine, the second motor may be directly connected to the input end of the transmission, and the first motor and the second motor may be connected in the predetermined drive mode using driving power of the engine.

Abstract: An electrical connection structure includes a case in which a first electric motor and a second electric motor are housed, and electrical equipment that controls the first electric motor or the second electric motor. The first electric motor is electrically connected to a first three-phase terminal of the electrical equipment via a connecting member. The second electric motor is electrically connected to a second three-phase terminal of the electrical equipment via the connecting member. On the electrical equipment side, the first three-phase terminal and the second three-phase terminal are arranged in series. On the case side, a first electric motor side three-phase terminal, which is connected to the first electric motor, in the connecting member, and a second electric motor side three-phase terminal, which is connected to the second electric motor, in the connecting member, are arranged in parallel.

Abstract: A control device for a vehicle is provided with: two drive devices; a first speed reducer that transmits the torque of one drive device to an output shaft; and a second speed reducer that transmits the torque of the other drive device to the output shaft. The control device is provided with a torque control unit that controls, according to a target torque, the torque output by the two drive devices. The torque control unit includes a restriction unit that controls the torque output by the two drive devices when the sign of the target torque is changed from a first sign to a second sign. While outputting torque that reduces the backlash of the first speed reducer or the second speed reducer to one of the drive devices, the restriction unit outputs torque according to the target torque to the other drive device.

Abstract: An electric drive system for a motor vehicle includes a first electric machine with a first rotor, a second electric machine with a second rotor, and a reduced coupling gearing, which has a first planetary gear set, a second planetary gear set, a first input shaft, a second input shaft, a first output shaft, and a second output shaft. The first input shaft introduces first torques emanating from the first electric machine into the reduced coupling gearing. The second input shaft introduces second torques emanating from the second electric machine into the reduced coupling gearing. The first output shaft diverts third torques from the reduced coupling gearing. The second output shaft diverts fourth torques from the reduced coupling gearing.

Abstract: An electric drive system for a motor vehicle includes a first electric engine having a first rotor, a second electric engine having a second rotor, and a planetary transmission, which has a first planetary gear set, a second planetary gear set, a first input shaft, a second input shaft, a first output shaft and a second output shaft. The first input shaft is designed to introduce first torques originating from the first electric engine into the planetary transmission. The second input shaft is designed to introduce second torques originating from the second electric engine into the planetary transmission. The first output shaft is designed to divert third torques from the planetary transmission. The second output shaft is designed to divert fourth torques from the planetary transmission.

Abstract: method of controlling torque of a vehicle driving device is provided. The method includes estimating speed of a driving system of a vehicle from vehicle driving information collected from the vehicle and calculating speed difference between actually measured speed of the driving system and the estimated speed of the driving system. A nominal rate limit value is determined according to the vehicle driving information and a required real-time rate correction amount is determined according to the calculated speed difference. A torque command variation is determined based on the determined nominal rate limit value and the determined required real-time rate correction amount. A torque command after correction in a previous control period is corrected by the determined torque command variation to determine a torque command after correction in a current control period.

Abstract: An energy conversion apparatus and a vehicle are provided. The energy conversion apparatus includes a motor coil of a motor (101), a bridge arm converter (102), a bus capacitor (103) connected to the bridge arm converter (102) in parallel, and a controller (104) connected to the bridge arm converter (102). When the energy conversion apparatus is connected to an external power supply, according to to-be-driven power of the motor and to-be-charged power of an external battery (105), the controller (104) controls the bridge arm converter (102) to cause electrical energy of the external power supply to flow to a drive-charging circuit, and adjusts a current of the drive-charging circuit, to cause the external power supply to drive the motor to output drive power and charge the external battery (105) at the same time.

Abstract: The disclosure concerns a method for vibration reduction in a compression ignition four-stroke internal combustion engine. The internal combustion engine comprises exhaust and intake valves controlled by exhaust and intake camshafts. The method comprises, when operating the internal combustion engine below a threshold rotational speed, steps of: changing a timing of the exhaust camshaft to advance closing of the exhaust valve, and —changing a timing of the intake camshaft to delay opening of the intake valve.

Abstract: A motor gearbox assembly for an aircraft may comprise a layshaft configured to transmit torque from a rotor to a main power output shaft. The motor gearbox assembly may comprise a gearbox housing, a stator mounted inside the gearbox housing, a rotor rotatably mounted inside the stator on a main power output shaft and a layshaft rotatably mounted in the gearbox housing outside of the stator. The motor gearbox assembly may comprise a first ear reduction between the rotor and the layshaft, and a second gear reduction between the layshaft and the main power output shaft.

Abstract: A control apparatus for a motive power transmission device equipped with a first input shaft, a second input shaft to which a motive power from a motor is input, a rear wheel-side output shaft from which a motive power is output to a first driving wheel, a front wheel-side output shaft from which a motive power is output to a second driving wheel, and a planetary gear device that has, as three rotating elements, a sun gear to which the second input shaft is coupled, a carrier to which the front wheel-side output shaft is coupled, and a ring gear to which the first input shaft and the rear wheel-side output shaft are coupled engages an engagement device when a torque of the rear wheel-side output shaft is equal to or smaller than a threshold with the motor outputting the motive power.

Abstract: A hybrid power train structure for off-road vehicles (ATVs, UTVs and SSVs) uses an internal combustion engine (“ICE”) rotating a crankshaft through a continuously variable transmission (“CVT”) as a primary source of locomotion torque, but also includes a driving/generator motor which, in certain established conditions, can either provide an additional or alternative source of locomotion torque or can harvest electricity from the torque created by the internal combustion engine. The driving/generator motor is an axial flux motor of small size for its relative torque output, which can either be directly coupled to the CVT output shaft or, when additionally used as a starter motor for the ICE in an automatic ICE starting and stopping routine.

Abstract: The present disclosure relates to a real-time control method for an additional yaw moment of a distributed drive electric vehicle, including the following steps: acquiring and inputting a real-time motion state of the distributed drive electric vehicle into a vehicle dynamics model, using a yaw rate and a sideslip angle of the distributed drive electric vehicle as tracking targets to suppress actuation energy, and performing optimization calculation on an additional yaw moment to acquire an amount of the additional yaw moment distributed for each tire; and in the optimization calculation process, a linear expression of the sideslip angle with respect to the additional yaw moment and a linear expression of the yaw rate with respect to the additional yaw moment are constructed, so as to perform search calculation on the additional yaw moment.

Abstract: An electrified vehicle includes a motor connected to wheels and configured to perform regenerative braking at the wheels, a battery configured to store regenerative electric power output by the motor through the regenerative braking, and a controller configured to control the regenerative braking such that a braking torque applied to the wheels is less than or equal to a maximum braking torque and the regenerative electric power output by the motor is lower than or equal to a maximum regenerative electric power. The controller is configured to be able to change the maximum regenerative electric power and, when the controller has changed the maximum regenerative electric power, change the maximum braking torque.

Abstract: A control method is applied to a hybrid power system including an engine and a motor. A motor stator of the motor is connected to a driving shaft of a motor vehicle by means of a transmission mechanism such that, when rotated, the driving shaft drives the motor stator to rotate; the motor is used to determine output torque according to the rotating speed of the motor and transmit same to the driving shaft; the rotating speed of the motor is equal to the difference between the rotating speed of the motor rotor and the rotating speed of the motor stator. The method includes, according to operating parameters of the hybrid power system and operating parameters of the motor vehicle, controlling a motor controller to provide a drive signal to the motor stator such that the operating parameters of the motor meet a first preset formula.

Abstract: Systems and methods are provided for modularizing a system. Parallel power systems having electronically isolated high voltage systems facilitate modulization. A control system is provided that optimizes the distribution of a power demand and/or a torque request so as to keep the efficiency, durability, drivability and/or safety of the system within an optimum range. In some cases, the distribution of power is uneven, so as to extend the battery life, while in other cases, the power draw on battery systems are kept equal and constant so as to properly manage the state of charge of the parallel power systems. In still other cases, the chosen power distribution keeps the power demand and/or torque request between minimum and maximum levels/capacity, and the power distribution avoids on/off of an individual power system.

Abstract: A double clutch reverse and active torque management system is provided. A forward variable torque limiting clutch selectively couples torque between a driven sheave of a continuously variable transmission (CVT) and at least one drive axle of a vehicle when the vehicle is traveling in a forward direction. The forward variable torque limiting clutch is set to transmit less torque than can be transmitted through each of the drive sheave and the driven sheave of the CVT. A reverse variable torque limiting clutch selectively couples torque between the driven sheave and the at least one drive axle of the vehicle when the vehicle is traveling in a reverse direction. The reverse variable torque limiting clutch is set to transmit less torque than can be transmitted through each of the drive sheave and driven sheave of the CVT, wherein any slip caused by excessive torque occurs at one of the forward variable torque limiting clutch and the reverse variable torque limiting clutch.

Abstract: The invention relates to a powertrain system (12) for driving at least one wheel of a vehicle, comprising: —a motor (5) having an output shaft (6); —a transmission system between the motor (5) and a drive shaft (4) connected to said wheel, the transmission system comprising two epicyclic gear trains (100, 200) each including the following components: a ring, a sun, a planet carrier and planet gears, wherein: —a first epicyclic gear train (100) has a first axis (A100), a component forming a first input component (101) connected to the motor output shaft (6), and a component forming a first output component (102); —a second epicyclic gear train (200) has a second axis (A200) parallel to the first axis (A100), a component forming a second input component (201, 205) meshing with the first output component (102), and a component forming a second output component (203) configured to be connected to the drive shaft (4).

Abstract: The disclosure relates to a method for operating a drive train of a working machine, wherein the drive train comprises a working drive and a travel drive. The working drive is driven by a first electric motor and the travel drive is driven by a second electric motor. The disclosed method includes that the travel drive is additionally driven by the first electric motor if at least one performance criterion of said travel drive has been met. The disclosure further relates to a corresponding drive train and to a working machine.

Abstract: Provided is a control method for a vehicle including an internal combustion engine as a driving source, the control method for the vehicle including: executing automatic stop control of automatically stopping the internal combustion engine when a predetermined stop condition is satisfied, and executing automatic restart control of automatically restarting the internal combustion engine when a predetermined restart condition is satisfied during execution of the automatic stop control; performing brake holding control of applying a braking force to wheels to maintain a vehicle stop state during the execution of the automatic stop control; and automatically restarting the internal combustion engine when the restart condition is satisfied, and releasing the brake holding control when a predetermined period elapses since the restart condition is satisfied.

Abstract: A drive device capable of suppressing the complication of the device configuration in order to realize a plurality of operation modes is provided. A drive device includes a drive source, a first differential mechanism, a second differential mechanism, a switching mechanism, and a casing. The differential mechanism includes a first side gear connected to a left wheel, a first case connected to the drive source, and a second side gear. The second differential mechanism includes a third side gear connected to a right wheel, a second case, and a fourth side gear connected to the second side gear. The switching mechanism switches the casing, the first case, the second side gear, and the fourth side gear to a connection state and a non-connection state.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The first gear train, second gear train, and clutch are arranged downstream from the first electric motor and second electric motor.

Abstract: A vehicle control system includes a first electric motor that causes a vehicle to travel, a second electric motor that generates power by using an output of a power source and starts the power source, a power storage device that stores the power generated by the second electric motor and supplies the power to the first electric motor, a monitoring device that monitors a failure state of the vehicle, and a switch that switches the vehicle to travel from the first electric motor to the second electric motor. In a case of a predetermined driving state in which the monitoring device detects a failure of the first electric motor and a driving force is obtained from the second electric motor, the monitoring device controls the switch to switch the driving force for causing the vehicle to travel from the first electric motor to the second electric motor.

Abstract: A method for operating a vehicle comprising at least one functional module, two or more drive modules, which are: autonomously operated, individually associated with a set of energy parameters, a pair of wheels, an electrical motor operating the wheels, and an interface releasably connected to an interface on the functional module, and wherein one drive module has a gear ratio different from any gear ratio of any other drive module. The method comprises: obtaining route information describing a planned route of the vehicle; determining a distribution of a requested driving torque between the respective at least one electrical motors of the two or more drive modules for operating the vehicle along the route based on the route information and the individual sets of energy parameters in order to meet energy criteria; and controlling the two or more drive modules to produce the requested driving torque, in accordance with the determined distribution.

Abstract: A differential rotation limiting force control apparatus for a center differential includes an outwardly headed state detection processor and a limiting force control processor. The outwardly headed state detection processor makes a detection of an outwardly headed state in which a vehicle is cornering with a yaw rate and a side-slip angle of a vehicle body of the vehicle having the same sign. In response to the detection of the outwardly headed state, the limiting force control processor controls a limiting force that limits differential rotation between front and rear wheel driving devices, to reduce a difference between a motive force on a front wheel caused by an output of the travel power source and an absolute value of a braking force on the front wheel caused by internal circulation torque of the center differential.

Abstract: The present disclosure relates to an electric motor with an integral gearbox, and the electric motor may include a stator provided with a first member disposed on an inner circumferential surface of an enclosure to generate an electromagnetic force, a rotor provided with a second member disposed on an outer circumferential surface to face an inner circumferential surface of the stator to generate an electromagnetic force together with the first member, a gear assembly disposed with a gear tooth on an inner circumferential surface of the rotor, and provided inside the rotor, and a control unit that controls the gear assembly, wherein the gear assembly includes one or more gear plates that rotate as the rotor rotates, a connecting gear disposed to be selectively coupled to any one of the one or more gear plates, and an output shaft that rotates together as the connecting gear rotates to transmit a rotational force to the outside, and the control unit controls the moving part according to a shift signal to allow

Abstract: A drive system for a vehicle having a maximum speed, the drive system comprising: a first electric drive motor configured to drive both a first wheel and a second wheel of the vehicle; a differential coupled to the first electric drive motor, the differential being configured to split drive provided by the first electric drive motor so as to form a first drive path from the differential to the first wheel and a second drive path from the differential to the second wheel; a second electric drive motor positioned along the first drive path and configured to drive the first wheel; and a third electric drive motor positioned along the second drive path and configured to drive the second wheel; wherein each of the first, second and third electric drive motors are configured to provide drive up to the maximum speed of the vehicle.

Abstract: Provided is a motor which includes a stator that can be received in a limited housing space and is capable of providing an increased output without increasing an axial length of the stator; a vehicle power unit including the motor; a generator; as well as a vehicle wheel bearing assembly with the generator. The motor generator includes: a stator including a stator core having an annular shape and stator coils wound around the stator core; and a rotor located opposite to the stator in a radial direction. Each of the stator coils includes coil ends that protrude with respect to an axial width of the stator core in an axial direction. A bus bar is connected to a wiring connection part at the coil ends, and the bus bar is disposed within an axial width of the stator core.

Abstract: A vehicle includes: a motor generator as a drive source; an automatic transmission via which the motor generator is connected to driving wheels, the automatic transmission being configured to change a gear ratio; and a shift actuator for a driver to operate the gear ratio of the automatic transmission. A control device for the vehicle includes: a motor controlling portion configured to control output torque of the motor generator; and a gear shift controlling portion configured to control the gear ratio of the automatic transmission. In a case where the output torque has a negative value, when downshift is not requested by an operation on the shift actuator, the gear shift controlling portion prohibits a downshift process of downshifting the gear ratio of the automatic transmission, but when downshift is requested by an operation on the shift actuator, the gear shift controlling portion permits execution of the downshift process.

Abstract: A drive train for a vehicle includes at least one transmission having a primary input shaft designed to be connected to a primary drive, a secondary input shaft designed to be connected to a secondary drive, an output shaft designed to output power that has been introduced into the at least one transmission by the primary input shaft, and a planetary gearbox designed to continuously variably set a transmission ratio between the primary input shaft and the output shaft on the basis of the rotational speed of the secondary input shaft. The invention further relates to a vehicle having a drive train of this type, to a method for controlling a drive train of this type, and to a computer program product.

Abstract: A hybrid module for the transmission of torque in a drive train of a vehicle having a transmission. The hybrid module received in a housing has a first electric motor, a first clutch, which can be actuated by a first clutch actuation unit, and has a first multiple clutch disc assembly, first clutch input and first clutch output, and a bulkhead fastened to the housing. The bulkhead is arranged axially between the first clutch and the transmission and can be releasably connected to the housing. A transmission unit in a drive train of a vehicle having such a hybrid module and at least one first brake of a transmission, wherein the first brake is a first support element fixed to the housing and has a first rotary element which can be braked by the first brake. The first support element is connected in a rotationally fixed manner to or configured in one piece from the bulkhead.

Abstract: An engine-and-electric-machine assembly, including an engine (8) and an electric machine (9). The crankshaft (7) of the engine has an extension section (7-3) that extends to the exterior of the engine, and the rotor (3) of the electric machine is mounted to the extension section. The present disclosure improves the integration level of the engine-and-electric-machine assembly, and reduces the weight and volume of the engine-and-electric-machine assembly. A vehicle driving device including the engine-and-electric-machine assembly is also disclosed.

Abstract: A drive axle system having at least one differential assembly, a first electric motor, and a second electric motor. The first electric motor and the second electric motor may be selectively connectable to the differential assembly. The first electric motor, the second electric motor, or both may provide torque to the differential assembly.

Abstract: An apparatus for improving turning performance of a vehicle includes: a turning characteristic detection module configured to detect a turning situation based on vehicle information obtained from at least one sensor and to calculate a required driving force to be implemented in the vehicle for a turning motion; a driving force estimation module configured to estimate a limited driving force applicable to a drive wheel; and a turning characteristic control module configured to control and apply a braking force corresponding to a difference between the required driving force and the limited driving force to a motor to inhibit a wheel slip, when the required driving force is greater than the limited driving force.

Abstract: Systems and methods for starting an engine of a hybrid vehicle are described. In one example, the method selects one or more electric machines to start an engine. The method may reference a data structure, such as a matrix or table, and the matrix or table outputs which of the one or more electric machines is applied to start the engine.

Abstract: A method of operating a train system for driving a mechanical driven equipment is disclosed. The train system comprises a hybrid gearbox connected between a power source and a load to be driven. The hybrid gearbox includes a lay shaft gear, which transmission ratio between the power source and the load and a motor-generator unit can be adjusted, to adjust the transmission speed ratio, arranged to balance the power generated by the power source and transmitted to the load.

Abstract: A torque security system for a vehicle is provided. The system receives a signal from a sensor coupled to a motor shaft of an electric motor and determines an acceleration of the electric motor, based on the signal from the sensor that indicates an amount of rotation of the motor shaft. The system determines an internal torque between the motor shaft and an input gear coupled to the motor shaft, based on the acceleration of the electric motor and an inertia of the electric motor and a gearbox. The powertrain of the vehicle comprises the gearbox and the electric motor, and the input gear couples the electric motor to the gearbox. The system determines whether the internal torque exceeds a threshold torque, and in response to determining that the internal torque exceeds the threshold torque, the system reduces power output to the electric motor. The system also diagnoses the health of the gearbox.

Abstract: A hybrid power system includes an engine and a motor. A motor stator of the motor is connected with a drive shaft of a motor vehicle through a transmission mechanism, so that the motor stator can also rotate relative to the chassis and other structures of the motor vehicle, thus, the hybrid power system composed of the engine and the motor can meet the application of various working conditions such as starting, idling, forwarding and reversing of the motor vehicle, and the number of parts of the hybrid system is greatly reduced, thereby simplifying the overall structure of the hybrid power system.

Abstract: A drive apparatus for vehicle comprising a first power source, a first output rotating member, a second output rotating member, a second power source, a differential device, a first engagement device, a second engagement device, and a control device. The control device establishes, as drive modes driving a vehicle, a first drive mode controlling a torque distribution ratio between front wheels and rear wheels by putting the vehicle in all-wheel drive state by power from the second power source while controlling the first engagement device to be in slip state with the second engagement device kept in engaged state, and a second drive mode putting the vehicle in all-wheel drive state by power from the first power source while fixing the torque distribution ratio with both the first engagement device and the second engagement device kept in engaged state.

Abstract: A vehicle control system includes a transmission unit, first and second sources, as well as first, second, and third control units. The first control unit controls the transmission unit. The first source inputs energy to the transmission unit. The second source inputs energy to the transmission unit. The second control unit controls the first source. The third control unit controls the second source. The first control unit has a function of continuing an operation when a failure occurs. The second control unit and the third control unit have a common cause failure measure. The function mixes energy from different sources and transmits energy to the driving wheel.

Abstract: An electric transmission (10) for a motor vehicle drive train (12) with a first electric prime mover (14) and a second electric prime mover (18), includes a first transmission input shaft (30) having a first transmission connection for drivingly connecting the electric transmission to the first electric prime mover, a second transmission input shaft (32) having a second transmission connection for drivingly connecting the electric transmission to the second electric prime mover, a countershaft (36), gearwheel pairs of idler gears (42, 44, 50, 52, 62) and fixed gears (46, 48, 54, 65, 64) for forming gear steps and arranged in multiple gear set planes, a plurality of shift elements (38, 40) for engaging the gear steps, a planetary gear set (22) with a sun gear (24), a planet gear carrier, and a ring gear (28), and a third transmission input shaft (34) drivingly connected to the planet gear carrier of the planetary gear set.

Abstract: An axle assembly having an electric motor module. The electric motor module may include a rotor, a rotor shaft, a stator, a coolant jacket, an end plate, and a motor housing. The motor housing may encircle a portion of the coolant jacket. The end plate may be disposed outside and may not be received in the motor housing.

Abstract: Provided is an intelligent electric wheel hub which belongs to the field of bicycle parts. Two ends of a cylindrical wheel hub housing (2) of the electric wheel hub are respectively connected to a wheel hub left end cover (25) and an outer flywheel ring (7) of a flywheel mechanism to form an inner cavity for integrating and accommodating a gear motor, a battery pack and a controller panel. The intelligent electric wheel hub is highly integrated and is energy-saving and environmentally friendly.

Abstract: A shift group for a power shift transmission includes a summation unit having a planetary stage and a branching coupling assigned to the planetary stage. The summation unit is designed such that a mechanical power is transmitted from a first shaft to a second shaft. A first power path and a second power path are provided. In a first shifting state, the power is transmitted via the first or the second power path, and in a second shifting state, the power is transmitted via both the first and the second power paths. The shift group also includes individually shiftable transmission units each comprising a different transmission ratio, where a first transmission unit is disposed in the first power path and a second and a third transmission unit are disposed in the second power path.

Abstract: One or more techniques and/or systems are disclosed for a clutch configuration and/or clutch operation. The clutch configuration includes an arrangement having a transmission input shaft having a conduit therethrough and a rotating clutch drum configured to rotatably couple to the transmission input shaft and operate independent of the transmission input shaft. The rotating clutch drum has a conduit complementary to the conduit of the transmission input shaft. The clutch arrangement further includes a bearing spacer between the transmission input shaft and the rotating clutch drum, wherein the bearing spacer has a conduit complementary to the conduit of the transmission input shaft and the conduit of the rotating clutch drum. The conduits of the bearing spacer, the transmission input shaft, and the rotating clutch drum define a clutch apply pressure path to control actuation of the rotating clutch drum.

Abstract: The disclosure relates to a safety system for a battery electric vehicle (BEV) that comprises one or more electromotors powered by a battery system, wherein the safety system allows a “limp home mode” to be activated. The disclosure further relates to a battery electric vehicle provided with such a safety system. The battery system of the electric vehicle preferably is the sole power supply of the vehicle for powering the one or more electromotors for a prolonged period of time, e.g. a period of time greater than 10 minutes.

Abstract: A vehicle drive apparatus includes: a rotary electric machine disposed on a first axis; a differential gear mechanism disposed on a second axis; an output member disposed on the second axis; an inverter device; and a case. The case is a single-piece case internally including: a first housing chamber housing the rotary electric machine; and a second housing chamber housing the inverter device and divided from the first housing chamber with a partition. At least a specified portion of the output member is housed in the first housing chamber. A location of the specified portion in an axial direction overlaps with the rotary electric machine. The partition is provided between the specified portion and the inverter device.

Abstract: Methods and systems for an electric drive assembly are provided herein. In one example, a method for operation of an electric drive system is provided that includes coordinating operation of a first electric drive unit and a second electric drive unit based on a first power request. In the system, each of the first and second electric drive units include a planetary gear reduction that delivers power from a pair of motors to a set of axle shafts, and the planetary gear reductions have asymmetric gear ratios.

Abstract: The invention relates to a vehicle axle, comprising: —a differential; —a powertrain, comprising a first electric motor (EM1) and a second electric motor (EM2); —a first transmission element between the first electric motor and said differential, this first transmission element comprising a variable transmission ratio; —a second transmission element between the second electric motor and said differential; wherein the second electric motor is controlled so as to provide its maximum power during gear changes of the first transmission element, so as to compensate at least partially for the power loss inherent in the gear change.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. In one form, the first electric motor and second electric motor are the same type of electric motor, and in another form, the first electric motor and second electric motor are different types of electric motors.