A power transmission apparatus of an electric vehicle includes a motor shaft fixed to a drive motor and receiving the torque of the drive motor, a first input shaft disposed on a same axis with and selectively connectable to the motor shaft, a second input shaft coaxially disposed with the first input shaft, and selectively connectable to the motor shaft, front and rear wheel driving devices for driving front and wheels, a first shifting section for shifting a torque of the first input shaft and selectively transmit the shifted torque to the front wheel driving device, a second shifting section for shifting a torque of the second input shaft and selectively output the shifted torque, and a mode conversion unit of transferring an output torque of the second shifting section to at least one of the front wheel driving device and the rear wheel driving device.

An electric driveline, comprising at least a first and a second electric machine, at least a first and a second output, and at least a first planetary gear set including three drivingly connected components including a sun gear, a planetary carrier and a ring gear. The first and the second electric machine are drivingly connected or connectable with the first and the second output via the first planetary gear set. At least one of the first and the second electric machine is selectively connected with the same one of the three components of the first planetary gear set via at least two different gear ratios, and/or the same one of the three components of the first planetary gear set is selectively connected with each of the first and the second output via at least two different gear ratios. The disclosure further concerns a method of operating an electric driveline.

Provided is a powertrain of a vehicle comprising an electric motor, a final drive, a gearing system with two-degrees-of-freedom configured to transfer power from the electric motor to the final drive, the gearing system comprising a one-way mechanism, and a mechanical friction brake connected to the gearing system. The powertrain further comprises a control system. The powertrain enables power driving, coasting without motor drag and braking with regenerative braking. Further provided is a method for controlling braking mode in a vehicle that comprises such a powertrain.

An electromechanical power-split system and a method of operating thereof is provided, with a mechanical drive branch including an internal combustion engine (3), and with an electric drive branch including a first motor-generator block (59) including a first motor-generator (1) and a second motor-generator block (60) including a second motor-generator (2), the first motor-generator (1) is connectable to the internal combustion engine (3) and to the second motor-generator (2). The system includes a planetary gearset (4) with dual planet gears (46) and four input/output members for altering the flow ratio of the mechanical and electric drive branch. Each dual planet gear (46) is connected to the four input/output members, which are a first pair of input/output members formed by a first sun gear (41) and a ring gear (44), and a second pair of input/output members formed by a second sun gear (43) and a planet carrier (45).

A speed-change mechanism includes an output shaft on which a transmission module and a speed step-up module are mounted. The transmission module includes a driving roller that drives the output shaft in a single direction. The speed step-up module includes a connecting gear and a speed step-up gear that are rotatably and fixedly mounted to the output shaft, respectively, and a planet speed-change wheel assembly arranged therebetween. The speed step-up module includes an arrestor assembly. At a low speed, the planet speed-change wheel assembly is idling as being set in an orbiting motion and input power is suppled through the driving roller driving the output shaft in the single direction; and at a high speed, the arrestor assembly stops the orbiting motion of the planet speed-change wheel assembly to allow the speed-change gear of the planet speed-change wheel assembly to switch to a spinning motion to step up the speed.

A gearbox comprising: an outer intermediate shaft carrying a first set of shaft gears; an inner intermediate shaft carrying a second set of shaft gears, the inner intermediate shaft running concentrically within the outer intermediate shaft; a first lay shaft carrying a first set of drive gears and an output gear positioned along the first lay shaft between two of the first set of drive gears, a second lay shaft carrying a second set of drive gears and an output gear positioned along the second lay shaft between two of the second set of drive gears, each drive gear being coupled to a respective shaft gear to together provide a plurality of gear ratios between the intermediate shafts and the output shaft; and an output shaft, each lay shaft being coupled to the output shaft by the respective output gear.

An axle assembly having a drop gear set and a countershaft transmission. The drop gear set may operatively connect a rotor of an electric motor to a countershaft. The countershaft transmission may operatively connect the countershaft to a drive pinion. The electric motor and the countershaft transmission may be positioned on opposite sides of a differential assembly.

A commercial vehicle with at least one driven axle, at least one service brake, at least one propulsion engine, and wheels characterized in that the parking brake function of the vehicle is solved by a bistable locking means acting on both wheels. At least one multi-speed gearbox is provided to concurrently activate a first gear stage and a second gear stage having different ratios.

The invention relates to a dual clutch transmission (11, 211, 411, 611), comprising a gear-change transmission (15, 215, 415, 615) for forming eight gear steps having two countershafts (29, 31, 229, 231, 429, 431, 629, 631, 829) and having a common output shaft (33, 233, 433, 633). Said dual clutch transmission is configured in such a way that all gear steps are designed as forward gears. Hereby, a double clutch (13, 213, 413,613) has two clutch packs (17, 19, 219, 417, 419, 617, 619) arranged on a central axis (23, 223, 423, 623) of the double clutch transmission. A drive input shaft (21, 221, 421, 621) of the dual clutch transmission is seated on the central axis (23, 223, 423, 623), on which drive gearwheels (41, 241, 441, 641; 43, 243, 443, 643; 45, 245, 445, 643; 47, 247, 447, 647; 49, 249, 449, 649; 51, 251, 451, 651) of the individual gear steps are seated.

A transmission and a power system for use in a hybrid vehicle. A first ring gear or a first planetary frame is drivingly connected with an output gear of the transmission to serve as an output member, when either the first ring gear or the first planetary frame is drivingly connected with the output gear, the other one is connected with a casing of the transmission via a brake. A second clutch is configured as: when the brake is disengaged, the second clutch is engaged to make the rotational speed of the output member equal to the rotational speed of an input shaft. The transmission and the power system are structurally compact, work steadily, and effectively increase the acceleration performance of the hybrid vehicle.