Provided is a method to control a hybrid powertrain to achieve a reverse drive, wherein the hybrid powertrain comprises an internal combustion engine; a gearbox with an input and output shaft; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectively connected to the first and second planetary gears; one gear pair connected with the first main shaft and the output shaft; and one gear pair connected with the second main shaft and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft. The method comprises: ensuring that moveable component parts in the first planetary gear are disconnected from each other and/or that moveable component parts in the second planetary gear are disconnected from each other; ensuring that an output shaft in the internal combustion engine is prevented from rotating; and controlling the first electrical machine and/or second electrical machine to achieve a negative torque in the output shaft via the first main shaft and/or second main shaft.

A securing device for securing a stationary state of an electric vehicle includes a gearshift interlock device and a differential interlock device. The gearshift interlock device has a gearshift interlock drive with a gearshift interlock shaft for driving a gearshift interlock between a gearshift interlock position and a gearshift release position. The differential interlock device has a differential interlock drive with a differential interlock shaft for driving a differential interlock between a differential interlock position and a differential release position. The gearshift interlock shaft and the differential interlock shaft are connected to one another in a drive-transmitting fashion.

The present invention relates to a hybrid powertrain, comprising an internal combustion engine; a gearbox with an input shaft and an output shaft; a first planetary gear, connected to the input shaft; a second planetary gear, connected to the first planetary gear; a first electrical machine, connected to the first planetary gear; a second electrical machine, connected to the second planetary gear; at least one gear pair, connected with the first planetary gear and the output shaft; and at least one gear pair, connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected with the first planetary gear via the input shaft, wherein a countershaft is arranged between the respective first and second planetary gears and the output shaft; and the countershaft is connected with the output shaft via a range gearbox.

A method is provided to control a hybrid powertrain comprising an internal combustion engine; a gearbox with input and output shafts; a range gearbox connected to the output shaft; a first planetary gear, connected to the input shaft; a second planetary gear, connected to the first planetary gear; first and second electrical machines, respectivley connected to the first and second planetary gears; a gear pair connected with the first planetary gear and the output shaft; and a gear pair, connected with the second planetary gear and the output shaft, wherein the internal combustion engine is connected to the input shaft. The method comprises: a) engaging a gear by connecting two rotatable components in the first planetary gear; b) connecting the second or the fourth gear pair; c) connecting a sixth gear pair, arranged between a countershaft and the range gearbox to the countershaft, so that the countershaft is connected with the output shaft via the range gearbox; d) synchronising the rotational speed between two rotatable components in the range gearbox; e) connecting the rotatable components with a shiftable third clutch device; and f) engaging a gear by way of connecting two rotatable components in the second planetary gear.

A system and 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 or modifies 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.

A dual clutch transmission for motor vehicles has first and second input shafts, two clutches selectively coupling the input shafts the engine, two intermediate shafts arranged parallel to the transmission input shafts, gearwheel pairs configured to transmit power between the input shafts and the intermediate shafts, and output gearwheels arranged on each of the two intermediate shafts. The output gearwheels mesh with the differential wheel and are selectively coupled to the respective intermediate shaft by one of the coupling devices. An additional intermediate gearwheel set is provided, that one gearwheel of the intermediate gearwheel set is seated on the first or second intermediate shaft, that the other gearwheel of the inter-mediate wheel set is arranged on a third intermediate shaft, and that a third output gearwheel, which meshes with one of the output gearwheels of the first or second intermediate shaft, is seated on the third intermediate shaft.

A power transmission apparatus for a vehicle may include a first input shaft adapted to selectively receive torque of an engine, a second input shaft disposed without rotational interference with the first input shaft, a third input shaft disposed in a row with the second input shaft and without rotational interference with the first input shaft, a planetary gear set including a first rotation element, a second rotation element directly connected to the third input shaft, and a third rotation element directly connected to the first input shaft, a motor/generator directly connected to the first rotation element, a first speed output unit adapted to convert torque input from the second input shaft or the third input shaft and output the converted torque, and a second speed output unit adapted to convert torque input from the second input shaft or the third input shaft and output the converted torque.

A gearbox comprising: a first shaft (2) and a second shaft (1), one of the first and second shafts being an input shaft (1) for receiving a drive torque and the other being an output shaft (2) for providing a drive torque; two intermediate shafts (6, 7) by means of which the first and second shafts (2, 1) can be coupled together, each intermediate shaft being arranged so that: (a) it can be coupled to the first shaft (2) via a respective first torque path at any of a plurality of gear ratios (1st-8th), or the respective first torque path can be disengaged; and (b) it can be coupled to the second shaft (1) via a respective second torque path, or the respective second torque path can be disengaged; and a differential torque device (50) coupled between the intermediate shafts (6, 7), the differential torque device (50) being capable of transmitting a differential torque between the intermediate shafts (6, 7).

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.

A hybrid transmission assembly for a motor vehicle powertrain may include an input shaft arrangement including a first input shaft of a first sub-transmission and a second input shaft of a second sub-transmission. The assembly may further include a first electric machine axially parallel and connected to the first input shaft, and a second electric machine axially parallel and connected to the second input shaft. The input shaft arrangement, viewed axially, is in a center of four quadrants. An axis of the first electric machine is in the first quadrant and, or alternatively, an axis of the second electric machine is in the fourth quadrant.