The invention relates to a hybrid transmission device (3) with two electric motors (EM1, EM2), a first transmission input shaft (7) and a second transmission input shaft (9) mounted on the first transmission input shaft (7), wherein at least one gearwheel (10, 12, 14, 16, 18) for forming a forward gear (V1, V2, V3, V4, V5, E1, E2, E3, E4, E5) is arranged on each of the transmission input shafts (7, 9), characterized in that the first electric motor (EMI) is connected to a gearwheel (18) on the first transmission input shaft (7) and the second electric motor (EM2) is connected to a gearwheel (10) on the second transmission input shaft.

The invention also relates to a motor vehicle.

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.

Manual dual clutch power transmission unit 10 for a vehicle (tractor, constructional vehicle and the like), which comprises a synchro-shuttle transmission unit 10S (forward/reverse drive transmission), a hydro-mechanical operated a dual clutch unit 10D, a multi-speed transmission unit 10T (8 speed transmission unit), a range transmission unit 10R (3 ranges—low range, medium range and high range), a hydro-mechanical transmission control mechanism 100 which controls shifting and selection of gears (odd gear and/or even gear) and corresponding clutches (odd clutch and/or even clutch) respectively, and an auxiliary transmission actuation mechanism 200 which actuates the power transmission unit 10 when at least one of the hydraulic dual clutch unit 10D of the power transmission unit 10 and a hydraulic system of the vehicle is not functioning, wherein the transmission control mechanism 100 for the multi-speed transmission unit 10T is provided with Z-gate sequential gear shift pattern.

An auxiliary gearbox has a low speed input shaft driving a first plurality of accessories. A high speed input shaft drives a second plurality of accessories. The first plurality of accessories rotating about a first set of rotational axes, which are parallel to each other and perpendicular to a first plane. The second plurality of accessories rotating about a second set of rotational axes, which are parallel to each other and perpendicular to a second plane. The first and second planes extending in opposed directions away from a drive input axis of the high speed input shaft and the low speed input shaft. The low speed input shaft drives a variable speed transmission. A gas turbine engine is also disclosed.

An aspect of the present invention provides a speed reducer including a supporting block, an input gear rotatably supported on the supporting block, an intermediate gear meshing with the input gear, an output gear meshing with the intermediate gear, and a gear position changing mechanism configured to change a position of the intermediate gear relative to the input and output gears.

A transmission unit for a drivetrain of an agricultural towing vehicle includes a first clutch, a second clutch, a first input shaft, a second input shaft, and an output shaft, wherein the first clutch is connected to the first input shaft and the second clutch is connected to the second input shaft. The transmission includes a plurality of gear sets, wherein a second gear set has the fixed wheel on the first input shaft and the shift wheel on the output shaft, and a third gear set has the fixed wheel on the second input shaft and the shift wheel on the output shaft. The shift wheels of the second and third gear sets can be selectively coupled to a shift element such that at least one winding path gear ratio stage can be formed via the second and the third gear set.

A drive device for a pivoting vehicle flap, includes a first housing part (3), a second housing part (4), wherein the first housing part (3) and the second housing part (4) are designed to be movable toward each other in the direction of the axial extension (x) of the drive device (1), a spindle rod (12) rotatably arranged on one of the first housing part (3) and the second housing part (4) and a spindle nut (13) arranged in a rotatably fixed manner on the other of the first housing part (3) and the second housing part (4), a braking device (19), comprising a first brake element, which is connected to the spindle rod (12) in a rotatably fixed manner, a second brake element, which is connected to one of the first housing part (3) and the second housing part (4) in a rotatably fixed manner, wherein the first brake element can interact with the second brake element in order to generate a brake force, and a magnet arrangement for generating a magnetic field. The drive device (1) is for a pivoting vehicle flap, to provide automatic pivoting and a flexible holding force for the vehicle flap, such that at least one of the first brake element and the second brake element can be displaced in the axial direction (x) of the spindle rod (12) by the magnetic field.

A dual-clutch transmission includes an odd gears clutch, an odd gears shaft supporting at least two odd-numbered rotary gears, an even gears clutch, and an even gears shaft supporting at least two even-numbered rotary gears. A driven rotary shaft is selectively connectable to one respective said odd- or even-numbered gear at a time. The dual-clutch transmission includes first and second range selection gears to transfer drive from the driven rotary shaft to an output shaft so as selectively to permit selection of at least a first range transmission ratio or a second range transmission ratio. The dual-clutch transmission further includes a first bypass drive line to drive engagement of at least two mutually engaged bypass rotary gears with the output shaft, giving rise to a first intermediate transmission ratio.

A transmission arrangement (16) for a motor vehicle drive train (10), includes a first shaft arrangement (24, 26) and a second shaft arrangement (28), a plurality of engageable gear sets (36, 38, 42, 48, 50), which connect the first shaft arrangement (24, 26) and the second shaft arrangement (28) in order to establish at least one appropriate plurality of gear steps (1-5), and a plurality of at least three gearshift clutches (B, D, C) for engaging at least some (38, 48, 50) of the gear sets (36, 38, 42, 48, 50). Two (B, D) of the three gearshift clutches (B, D, C) form a gearshift clutch assembly (52), which is arranged at one (28) of the shaft arrangements (24, 26; 28). One gearshift clutch (C) of the three gearshift clutches (B, D, C) is arranged at the other shaft arrangement (24, 26) and, with the gearshift clutch assembly (52), is arranged in a gearshift clutch plane (E2). The gear sets (48, 50) associated with the two gearshift clutches (B, D) of the gearshift clutch assembly (52) are arranged on a first axial side (53) of the gearshift clutch plane (E2).

A hybrid transmission device includes at least one drive device (EM2) and a gear change transmission (4) having multiple forward gear steps (G1, G2, G3, G4, GE2). The forward gear steps (G1, G2, G3, G4, GE2) are distributed onto at least one first sub-transmission (36) and one second sub-transmission (38). At least one even forward gear step (G2, G4) and at least one odd forward gear step (G3) are arranged in the first sub-transmission (36).