Abstract: A drive device 1A includes: electric motors 2A and 2B that outputs drive powers; and planetary gear reducers 12A and 12B disposed between axles 10A and 10B connected to cylindrical shafts 16A and 16B serving as the output shafts of the electric motors 2A and 2B and to rear wheels LWr and RWr. The drive device 1A further includes: a one-way power transmission device that transmits the one-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B; and a two-way power transmission device that transmits the two-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B. The one-way power transmission device and the two-way power transmission device are disposed on transmission passages from the electric motors 2A and 2B to the axles 10A and 10B.

Abstract: A power transmitting device 1 having: first and second main input shafts 11, 12 connected to engine 2 via clutches C1 and C2; idler shaft 17 parallel to the first main input shaft 11; a sub input shaft 13 parallel to the idler shaft 14; gears 17a and 17b of an output shaft 17 allowing gears 18a and 18b disposed on the first input shaft 11 and selectively connected to the output shaft 17, and gears 19a and 19b able to connect the sub input shaft 13 and the output shaft 17, to engage with gears 17a and 17b in common; and a differential rotation mechanism 9, allowing a sun gear 9s on the first input shaft 11 and an electric motor 3, a carrier 9c connected to gear 18a, and a ring gear 9r connected to a synchronizer SL to rotate differentially with respect to one another.

Abstract: It is provided a control device for a power transmission device including a regenerative electric motor via a stepped shifting mechanism, wherein when a shift of the stepped shifting mechanism is performed in a regenerative state of the electric motor, the control device for a power transmission device increases an input shaft rotation speed of the stepped shifting mechanism through hydraulic control before a shift ending period, and, in the shift ending period, restrains an increase of the input shaft rotation speed through the hydraulic control and controls an input shaft rotation speed of the stepped shifting mechanism with the electric motor to be a target rotation speed after the shift.

Abstract: Provided are alternative hybrid transmission systems for marine, or two wheeled land vehicles, as well as propulsion systems and vehicles comprising such transmission systems, to improve various propulsion systems using a combination of at least two power sources with the option for simultaneous or alternating power input from two or more power sources, while providing desired characteristics or components. Such characteristics or components can include, but are not limited to: power, torque, acceleration, cruising speed or power, fuel efficiency, battery charging, endurance, power sizing, weight, capacity, efficiency, speed, mechanically and/or electrically added system requirements, design, fuel selection, functional design, structural design, lift to drag ratio, weight, and/or other desired characteristic or component.

Abstract: A work machine includes an internal combustion (IC) engine having an output, and an infinitely variable transmission (IVT) coupled with the IC engine output. The IVT includes a hydraulic module and a mechanical drivetrain module. A pressure transducer is associated with and provides an output signal representing a hydraulic pressure within the hydraulic module. At least one electrical processing circuit is configured for controlling the IC engine output, dependent upon the output signal from the pressure transducer.

Abstract: A hybrid powertrain is provided that includes an engine operatively connected with an input member. The powertrain includes a transmission with first and second electric motor/generators, a differential gear set having multiple members, and selectively engageable torque-transmitting mechanisms. The input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations. The powertrain provides multiple operating modes between the input member and the output member, including an electric-only operating mode in which the engine is off and both electric motor/generators act as motors to provide torque at the output member.

Abstract: A hybrid vehicle is provided with a drive mechanism for transmitting torque to at least a first and a second output member as well as to such a drive mechanism. The drive mechanism includes, but is not limited to a torque generating drive member operably coupled to the first and second output members, a switching element operably coupled to the drive member for selectively coupling the drive member with the first and second output members either in a propulsion mode or in a vector mode. In the propulsion mode, the drive member's torque is inducted to first and second output members uni-directionally and in the vector mode, the drive member's torque is inducted to first and second output members in opposite directions.

Abstract: A hybrid drive train of a motor vehicle which comprises a combustion engine, an electric machine which is operable as a motor and a generator and comprises a stator and a rotor, and a multi-stage planetary transmission with input and output shafts. The driveshaft of the combustion engine can be connected to the input shaft of the transmission, the electric machine is coaxially arranged about the input shaft, and the rotor of the electric machine is rigidly connected with the input shaft. To achieve a starting acceleration and climbing capacity on starting, corresponding to those provided by a drive train with an automatic transmission and a hydrodynamic torque converter or a manual gearshift transmission with a converter shifting clutch, the rotor of the electric machine can be connected with the transmission input shaft via an input transmission stage which is formed as a simple planetary gearset and has a high gear ratio.

Abstract: A power transmission device for a front and rear wheel drive vehicle including: an electric type differential portion having a differential state between a rotation speed of a differential input member and a rotation speed of a differential output member controlled by controlling an operational sate of a first rotating machine coupled to a rotating element of a differential mechanism in a power transmittable manner; a second rotating machine disposed for at least one of front and rear wheels in a power transmittable manner; and a front and rear wheel power distribution device having three rotating elements that are an input rotating element, a first output rotating element operatively coupled to a first wheel that is one of the front and rear wheels, and a second output rotating element operatively coupled to a second wheel that is the other of the front and rear wheels, the front and rear wheel power distribution device distributing power to the first output rotating element and the second output rotating el

Abstract: A drivetrain is proposed for a hybrid motor vehicle, which comprises an electric machine arranged between the vehicle's transmission (2) and a differential (8) of a driven axle in order to drive the axle via a Cardan shaft (7) or another shaft capable of torque transfer in which a transmission (10) made as a reducing gear system is arranged in the force flow direction behind the electric machine in order to produce the necessary speeds and torques and transfer them to the Cardan shaft or to the other shaft.

Abstract: A hybrid module for the hybrid drive train of a motor vehicle is proposed, comprising an electric motor, a planetary gear assembly and a clutch (6) which connects the drive shaft of the internal combustion engine to the planet carrier (5) of the planetary gear assembly in a releasable manner, wherein the mounting for the rotor (1) and stator (2) is provided by the electric motor by way of the cover (3) of the electric motor, whereby the hub of the rotor (1) serves as the ring gear of the planetary gear assembly of the hybrid module and features a ring gear gearing and whereby the subassembly, comprised of the cover (3), the rotor (1) and the stator (2) can be preassembled.

Abstract: A method controls a friction clutch disposed between an internal combustion engine and a change speed transmission. The friction clutch is controlled in such a way that it transmits an average coupling torque of the internal combustion engine and does not transmit periodically occurring peak values of the coupling torque. In addition, a control unit is programmed to carry out the method.

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

Abstract: A power transmission device includes a planetary gear set and a first and a second connecting mechanism. The planetary gear set receives power from a power source and outputs it to a power-driven member. The first connecting mechanism connects a first and a second rotor of the planetary gear set through a separate path. The second connecting mechanism connects the second rotor and a third rotor of the planetary gear set through a separate path. The controller is operable selectively in a first operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged and a second operation mode in which the second connecting mechanism is engaged, while the first connecting mechanism is disengaged. This ensures suitable mechanical connections among the power source, the power-driven member, and the power split mechanism which match with an operating condition of the power transmission device.

Abstract: An electrically-variable transmission is provided with input member and output member, first and second motor/generators, a first planetary gear set and a final drive gearset. Two or three torque-transmitting mechanisms that are selectively engagable alone or in different combinations to establish at least one forward electric-only operating mode including a series mode, an output split mode, and at least one neutral mode including a purely neutral mode and a neutral battery charge mode. The transmission optionally includes a one-way clutch selected from the group of friction clutch and dog clutch, or is a lockable one-way clutch, for enabling low loss forward operation, regenerative braking functionality, and/or reverse vehicle operation.

Abstract: A hybrid drive is proposed for traction wheels of a vehicle, which drive comprises a mechanical power source with a shaft, a planetary mechanism having a sun and a ring gear wheels, and two reversible electrical machines connected to an electrical power source via a control system. A carrier of the planetary mechanism is coupled to the shaft. With the view to increasing the traction wheels' torque, one of the electrical machines is designed as a two-dimensional machine with two rotatable members, one of which members is coupled to the sun gear wheel, the second member is coupled to the ring gear wheel. For increasing the performance characteristics, the drive is provided with two controllable clutches, which make it possible to interconnect the rotatable members and to couple the carrier to an immovable portion of the drive or vehicle. Operation of the drive in various motion modes is also described.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: An improved hybrid powertrain incorporating a flywheel which provides a mechanical power path and an electrical power path wherein the flywheel can be accelerated or decelerated with or without generating a torque on the output shaft. The design is not only suitable for high energy flywheels, but also for low energy flywheels sized to handle transient power requirements (acceleration and deceleration), thus lowering the power requirement for the prime energy source. As such, the system is ideal for electric vehicles, fuel cell vehicles, and series hybrid vehicles as the prime power source is fractionally sized.

Abstract: The invention proposes a hybrid drive for a vehicle with a power train, which has a first electric machine (4), which is permanently connected to an input shaft (3) of the vehicle transmission (2) arranged between an internal combustion engine (1) and a vehicle transmission (2) with changeable gear ratio, and which can be operated as an engine or as a generator, and a hydraulic pump (5) for the vehicle transmission (2), in which at least one first shiftable clutch device (7) is arranged between the internal combustion engine (1) and the vehicle transmission (2), and in which the hydraulic pump (5) is torque-proof connected to the input shaft (3) of the vehicle transmission (2). A hybrid drive is also proposed, which comprises two electric machines, in which the hydraulic pump (5) is coupled via at least one element for force transfer to the input shaft (3) of the vehicle transmission (2).

Abstract: A powertrain includes a variable ratio transmission device (having an input shaft coupled to an engine and an output shaft coupled to a driven unit, a three-way power split transmission device including three input/output couplings, a first of which is coupled to a flywheel and a second of which is coupled to an electrical machine. The third input/output coupling of the three way power split transmission device is mechanically coupled to the engine and to the input shaft of the variable ratio transmission device.

Abstract: A hybrid vehicle power transmission device provided with a power distribution mechanism composed of a planetary gear device for distributing motive power of a drive source to a motor and an output shaft is further provided with a damper device in a power transmission path between the power distribution mechanism and a first motor. Consequently, the damper device receives only reaction torque dealt by the first motor through the power distribution mechanism with respect to drive torque of an engine. Thus, since the torque transmitted to the damper device is smaller than the drive torque of the engine, the torque capacity of the damper device can be decreased and the size of the damper device can be reduced. As a result, the overall size of the power transmission device can be similarly reduced.

Abstract: A transmission system comprising two degrees-of-freedom compound planetary gear train with two conjoined planetary gear trains and four torque-transfer devices. The different combinations of states of various torque-transfer devices yield multiple modes of operation. The planetary gear train allows the addition of power of two prime-movers to drive the load. Additionally, the transmission system can split the power from one prime-mover into requirements of the energy storage system while catering to the output needs. This limits the re-circulating power to a fraction of the input power. Other advantage of the transmission is that it provides a high overdrive ratio, which permits regeneration even at moderate speeds. The transmission obviates the need for a torque converter. The transmission can operate as multi-speed, fully automatic.

Abstract: A vehicle's active electrically controlled non-step speed change mechanism includes an internal combustion engine, a dynamo (motor-generator), a power allotment unit and an active electrically controlled non-step speed changer to control vehicle able to run in the best condition notwithstanding its speed, roadway condition or load thereby achieving the aim of fuel saving and minimizing the environmental contamination due to excess discharge of exhaust gas.

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

Abstract: A hybrid powertrain includes a hybrid electro-mechanical transmission and a power source. A planetary gear set having a first, a second, and a third member connects the power source with a first and a second motor/generator. A battery is operatively connected to the motor/generators for receiving power therefrom and delivering power thereto. An input member rotates with the first member, the first motor/generator rotates with the second member, and the second motor/generator rotates with the output member. A first torque-transmitting mechanism is engagable to connect the second motor/generator for rotation with the third member. The battery and the second motor/generator provide an electric-only operating mode to power the output member when the first torque-transmitting mechanism is not engaged; the power source, planetary gear set and first motor/generator thereby being disconnected from the output member during the electric-only operating mode to prevent parasitic drag.

Abstract: A vehicle hybrid driving apparatus that has an engine and an electric motor as drive power sources includes: a hydraulic pressure generation mechanism that generates hydraulic pressure using drive force from the engine; and a planetary gear ratio shift device that has three rotating elements: a first rotating element, a second rotating element, and a third rotating element. The first rotating element is linked to the electric motor so that power transmission therebetween is possible, and is also linked to the engine via a clutch so that power transmission therebetween is possible. The second rotating element is selectively linked to a stationary member via a brake. The third rotating element is linked to an output shaft so that power transmission therebetween is possible. The brake connects the second rotating element and the stationary member when the hydraulic pressure from the hydraulic pressure generation mechanism is not supplied.

Abstract: In a wheel rotating apparatus including a motor and a planet gear mechanism to generate a drive force, the planet gear includes first and second gears having different diameters, connected to each other in an axial direction thereof with planet gear shaft. The first gear is inside the stator and the rotor in radial and axial directions of the wheel and the second gear is outside the first gear in an axial direction of the wheel. A vehicle may include a suspension connected to the base of the wheel rotating apparatus.

Abstract: An in-vehicle power transmission apparatus is equipped with a plurality of power split rotors and a power transmission control mechanism. The power split rotors work to split power among a rotary electric machine such as a motor-generator, an internal combustion engine, and a driven wheel of the vehicle. If rotational energy, as outputted from the power split rotors, is defined as being positive in sign, the power split rotors are so assembled that when the power transmission control mechanism establishes transmission of the rotational energy that is positive in sign as the power from a first rotor that is one of the power split rotors to the internal combustion engine, the other power split rotors are so linked as to provide output rotational energies which are opposite in sign to each other. This enables the speed of the first rotor to be placed at substantially zero.

Abstract: When an engine is operated, a power dividing mechanism divides power of the engine to output the power to a motor for running operation and a motor for a cargo handling operation, respectively. Each of loads is driven via a rotational shaft of a corresponding one of the motors. By operating the engine and supplying the motors with electric power from a battery to operate the motors, each of the loads can also be driven by the sum of power of the engine and power of a corresponding one of the motors. When surplus power is generated in the power of the engine, each of the motors is operated as an electric power generating unit by the surplus power. As a result, the battery is charged.

Abstract: A power unit includes: a differential gear (21) in which a first rotating element (21r) is connected to an output shaft of a prime mover (2), a second rotating element (21s) is connected to a body of rotation of a rotary actuator (3), and a third rotating element (21c) is connected to a driven unit (4) via a first power transmission path (22); a first power transmission system (34, 36, 37) selectively operable between an operating state for enabling power transmission in the first power transmission path (22) and an operating state for disconnecting the power transmission; a second power transmission path (23) connecting between the output shaft of the prime mover (2) and the driven unit (4); and a second power transmission system (32) selectively operable between an operating state for enabling power transmission in the second power transmission path and an operating state for disconnecting the power transmission, wherein an auxiliary device (5) is connected to one of the second rotating element (21s) and th

Abstract: A drive unit includes an input shaft connected to an engine, a power conversion unit including rotating electric machines and planetary gears to convert power applied from the input shaft, and gears as the power output unit transmitting power output from the power conversion unit to a drive shaft of the vehicle. Planetary gears of the power conversion unit are formed separately from the gears. The rotating electric machines of the power conversion unit are stored in a unitary case.

Abstract: A drive unit for motor vehicles with hybrid drive and a drive train in a longitudinal arrangement, between the internal combustion engine and the first axle, comprising a housing piece, a through driveshaft, an electric motor, surrounding the through driveshaft with a first clutch before the electric motor and a second clutch thereafter, whereby a second axle is also to be driven with minimal space requirement. A first electric motor is thus physically combined with the first clutch, surrounding a second electric motor and the through driveshaft and is connected to the second axle by means of a third clutch, an offset gear and a shaft.

Abstract: A parallel hybrid electric vehicle powertrain is disclosed. A gearing assembly mechanically couples an engine, an electric motor and an electric generator. During all-electric drive using the motor as a power source with the engine off, a clutch in the gearing assembly isolates elements of the gearing assembly from a power delivery path to vehicle traction wheels.

Abstract: To provide a power plant which is capable of reducing power passing through a distributing and combining device, thereby making it possible to attain reduction of the size and manufacturing costs of the power plant and enhance driving efficiency of the same. The power plant 1 for driving driven parts DW and DW includes a prime mover 3, a first distributing and combining device 20 having first, second and third elements 21, 24 and 22, a second distributing and combining device 30 having fourth, fifth and sixth elements 31, 34 and 32, and speed-changing devices 40, 50, 2, 61 and 62 which are connected to the third and sixth elements 22 and 32 and are capable of changing the relationship between the rotational speed of the third element and that of the sixth element 32. The second and fourth elements 24 and 31 are mechanically connected to an output shaft 3a of the prime mover 3, and the first and fifth elements 21 and 34 are mechanically connected to the driven parts DW and DW.

Abstract: A hybrid powertrain system for a vehicle includes an electric machine, a gear set mechanically connected with the electric machine, and a clutch mechanically coupled with at least one of a primary and secondary driveline assembly. The electric machine is configured to selectively provide motive power to at least one of the primary and secondary driveline assemblies. The gear set is configured to permit differential rotation between the primary and secondary driveline assemblies. The clutch is configured to selectively transfer torque between the primary and secondary driveline assemblies.

Abstract: In a planetary gear unit 12 of a power transmitting device 10, a sun gear S1 is connected to an electric motor 20, a carrier CA1 is non-rotatably fixed to a case 40, and a ring gear R1 is connected to an output gear 13 and an oil pump 30. As a result, a structure of carrier being fixed/output power being taken out via ring gear is obtained. Therefore, for example, a structure can be employed in which the ring gear and the output gear are integrated. Accordingly, as compared with a structure in which a ring gear is fixed/output power is taken out via carrier and the output gear has to be axially offset and connected to a carrier, an axial space can be omitted, to allow the power transmitting device to be downsized.

Abstract: The present disclosure provides a power split transmission with four Electric Variable Transmission (EVT) modes and six fixed gears for use in hybrid electrical vehicles (HEV). The present disclosure utilizes two electric motors (“E-motors”), an engine, three planetary gear sets, and five selectively engageable clutches. The clutches are engaged in different combinations to engage the different gears and EVT modes. In the six fixed gears, power is transmitted only on the mechanical path for the highest transmission efficiency. In the four EVT modes, a part of the power is transmitted electrically. The EVT modes are designed for the lowest power split ratios, allowing the use of low powered E-motors. Additionally, the present disclosure can include a front E-motor design allowing scalable E-motors and a modular transmission design, and a middle E-motor design.

Abstract: The present disclosure provides a power split transmission with three forward Electric Variable Transmission (EVT) modes, one reverse EVT mode, and five fixed gears for use in hybrid electrical vehicles (HEV). The present disclosure utilizes two electric motors (“E-motors”), an engine, three planetary gear sets, three selectively engageable clutches, and two selectively engageable brakes. The clutches and brakes are engaged in different combinations to engage the different gears and EVT modes. In the five fixed gears, power is transmitted only on the mechanical path for the highest transmission efficiency. In the EVT modes, a part of the power is transmitted electrically. Additionally, the present disclosure includes a front E-motor designed allowing scalable E-motors and a modular transmission design and a center E-motor design.

Abstract: The present disclosure provides a power split transmission with two Electric Variable Transmission (EVT) modes and four fixed gears for use in hybrid electrical vehicles (HEV). The present disclosure utilizes two electric motors (“E-motors”), an engine, three planetary gear sets, and four selectively engageable clutches. The clutches are engaged in different combinations to engage the different gears and EVT modes. In the four fixed gears, power is transmitted only on the mechanical path for the highest transmission efficiency. In the two EVT modes, a part of the power is transmitted electrically. Alternatively, the E-motors can be located in the middle integrated with the transmission design. Advantageously, the present invention works with lower component speeds than existing two-mode hybrid transmissions. This can be achieved with a front E-motor design enabling modularity and also with a center E-motor design.

Abstract: A dual-clutch transmission for use in a motor vehicle having an engine and a driveline includes an output shaft adapted for connection to the driveline and a planetary gearset in constant driving engagement with the output shaft. An input shaft is driven by the engine. A first constant mesh gearset is in selective driving communication with a first member of the planetary gearset. A second constant mesh gearset is in selective driving communication with a second member of the planetary gearset. A first clutch is operable for establishing a releasable drive connection between the input shaft and the first constant mesh gearset. A second clutch is operable for establishing a releasable drive connection between the input shaft and the second constant mesh gearset. A motor is selectively drivingly coupled to a third member of the planetary gearset.

Abstract: The hybrid vehicle includes the engine capable of outputting power to the drive gear; the motors MG1 and MG2; the CVT; the planetary gear mechanism having the sun gear connected to the secondary shaft of the CVT, the ring gear capable of rotating in the direction opposite to the rotational direction of drive gear in conjunction with the drive gear, and the carrier connected the carrier shaft as the drive shaft; the clutch C1 that performs a connection and releases the connection between the primary shaft of the CVT and the motor MG1; the clutch C2 that performs a connection and releases the connection between the motor MG1 and the drive gear; and the brake B1 capable of non-rotatably fixing the sun gear of the planetary gear mechanism.

Abstract: An electrically variable transmission has a differential gear set with first, second and third members operatively connected between an input member and an output member. The input member is also operatively connected to an engine for receiving power from the engine. The transmission also includes a compound motor/generator that has a single stator and at least two rotors, referred to herein as first and second rotors. The single stator is operable to provide power to, receive power from and transfer power between the two rotors. The rotors are each operatively connected to a different respective member of the differential gear set. The transmission has a mechanical power path and an electromechanical power path. In some embodiments, selectively engagable torque-transmitting mechanisms are positioned to allow various modes of electrically variable power flow. Input-split and compound-split embodiments are presented.

Abstract: A hybrid transmission described herein comprises a planetary gear arrangement and a clutch including two electromagnetic clutch portions used to interconnect an internal combustion engine, an electric traction motor, an electric motor/generator and driving wheels of a hybrid vehicle. The hybrid transmission described herein allows various modes of operation.

Abstract: An ECU executes a program including the steps of: if an accelerator pedal position P is larger than a predetermined accelerator pedal position, calculating an output that an MG(2) is required to provide; calculating an output that a capacitor and a battery can supply; calculating an output that can be supplied to MG(1), by subtracting the output that the MG(2) is required to provide from the output that the capacitor and the battery can supply; calculating a torque that each MG is instructed to output, as based on the output that can be supplied to MG(1) and the output that an MG(2) is required to provide; and controlling inverters (1) and (2), as based on the torque that each MG is instructed to output, to accelerate the vehicle.

Abstract: A hybrid-electric powertrain for a wheeled vehicle having an internal combustion engine, an electric generator, an electric motor and a battery. Transmission gearing establishes multiple torque flow paths including a forward drive torque flow path and a reverse drive torque flow path, the motor being isolated from forward drive gearing elements as it acts as a sole reverse drive power source.

Abstract: A drive unit for a hybrid electric motor vehicle includes an engine, an electric machine including a rotor, a layshaft gearset including an input driveably connected to the engine and an output, for transmitting power between the input and the output and producing a first speed differential that causes a speed of the input to exceed a speed of the output, first and second driveshafts, a differential mechanism driveably connected to said output, for transmitting power between said output and the driveshafts, and a planetary gear unit driveably connected to the output and the rotor, for transmitting power between said rotor and said output and producing a second speed differential that causes a speed of the rotor to exceed the speed of the output.

Abstract: A drive unit for a hybrid electric motor vehicle includes an engine, an electric motor/generator, a layshaft supporting a first coupler and a second coupler, a first drive path including the layshaft and the first coupler for driveably connecting and disconnecting the engine and the motor/generator, and a second drive path including the layshaft and the second coupler for driveably connecting and disconnecting the engine and an output of the drive unit, the first coupler and the second coupler being operative to connect concurrently the engine, the motor/generator and said output.

Abstract: A torque-producing machine and planetary gear set biases torque between primary and secondary drivelines of a vehicle. A first element of the planetary gear set is connected to an upstream torque source. A second element of the planetary gear set is connected to the secondary driveline. A third element of the planetary gear set is connected to a torque-producing biasing machine.

Abstract: A transaxle (200) operatively connects a first associated rotational connection and a second associated rotational connection with an associated vehicle axle. An electrically-variable transmission includes an engine (108), a first electric machine (110) operatively connected to the engine, second and third electric machines (130 and 132), a first transaxle (126) operatively connecting the engine and second electric machine to an associated vehicle axle (104A), and a second transaxle (128) operatively connecting the first and third electric machines to another associated vehicle axle (104B). A method (300, 400, 500) is also included.

Abstract: The present invention provides an alternator starter accessory drive system for a hybrid vehicle. The starter alternator accessory drive system includes a planetary gear set having a first, second, and third planetary member. An engine is operatively connected to the first planetary member, and a first motor/generator is operatively connected to the second planetary member. A torque transfer device operatively connects a plurality of accessories to the third planetary member. A second motor/generator is operatively connected to either the third planetary member or the torque transfer device. Engine output is transferable through the planetary gear set to drive the accessories at a selectable rate, and the first and second motor/generators are controllable to run the accessories while the engine is off and to re-start the engine.