A powertrain for a hybrid vehicle includes: a complex planetary gear set including a first rotary element, a second rotary element, a third rotary element, and a fourth rotary element; an input shaft connected with an engine and installed to be able to be selectively connected to each of the first rotary element and the second rotary element of the complex planetary gear set; a motor generator connected to the first rotary element of the complex planetary gear set; a first brake installed to be able to fixedly connect the second rotary element of the complex planetary gear set to a transmission case; a second brake installed to be able to fixedly connect the third rotary element of the complex planetary gear set to the transmission case; and an output shaft connected to the fourth rotary element of the complex planetary gear set.

A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with the transmission (G), and to a method for operating the transmission (G) are also provided.

A power train for an electric vehicle may include a planetary gear set including three rotation elements having a first rotation element, a second rotation element and a third rotation element, wherein the first rotation element is connected to a first shaft, the second rotation element is connected to a second shaft, and the third rotation element is connected to a third shaft; a first motor mounted to selectively supply power to the first shaft in two or more gear ratios; and a second motor mounted to selectively supply power to the first shaft in two or more gear ratios. The third shaft is configured to be fixed to a transmission housing, and any two of the first shaft, the second shaft, and the third shaft are configured to be coupled to each other.

A power transmission device including: a motor to drive a rotary shaft; a first reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a second reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a first clutch disposed between the rotary shaft and the first reducer to connect and disconnect the rotary shaft and the first reducer; a second clutch disposed between the rotary shaft and the second reducer to connect and disconnect the rotary shaft and the second reducer; and a third clutch disposed outside the second reducer to connect and disconnect the second reducer and an external component.

A plug-in hybrid powertrain for automotive vehicle is provided which has an internal combustion engine; an electric machine; multiple planetary gear sets, multiple selectively engageable clutch mechanisms and an output member. Selectively engaging those clutches will achieve multiple operation modes including multiple torque transfer ratio from electric machine to output member; multiple torque transfer ratio from internal combustion engine to output member; electric machine propulsion mode; internal combustion engine propulsion mode; generator assistant vehicle launch modes for forward and reverse in the internal combustion engine vehicle launch operations; motor assistant propulsion when in internal combustion engine vehicle propulsion operations; and engine cranking mode. The plug-in hybrid powertrain achieves more torque transfer ratios and operational mode with given number of planetary gear sets and clutches then any existing system.

A multi-speed transmission including a plurality of planetary gearsets and a plurality of selective couplers to achieve at least ten forward speed ratios is disclosed. The plurality of planetary gearsets may include a first planetary gearset, a second planetary gearset, a third planetary gearset, and a fourth planetary gearset. The plurality of selective couplers may include a number of clutches and a number of brakes. The multi-speed transmission may have four planetary gearsets and seven selective couplers. The seven selective couplers may include three clutches and four brakes.

A hydraulic pressure calculation apparatus is applied to a gear shifting system including a transmission configured to switch between a connected state and a disconnected state of a friction engagement element depending on a hydraulic pressure supplied from a hydraulic circuit, and a hydraulic controller configured to control the hydraulic circuit. The hydraulic pressure calculation apparatus includes a memory and a processor. The memory stores pieces of mapping data of a plurality of phases obtained by dividing a period from a start to an end of switching between the connected state and the disconnected state of the friction engagement element. Each piece of the mapping data defines a mapping. The processor is configured to output, as an output variable, an estimated hydraulic pressure variable indicating an estimated value of an actual hydraulic pressure supplied from the hydraulic circuit to the friction engagement element.

A multi-speed transmission in planetary design for a vehicle includes a housing, a first shaft (1) as a drive (An), and a second shaft (2) provided as an output (Ab) that is arranged in a manner axially parallel to the drive. Three planetary gear sets, additional shafts, along with six shifting elements are also provided, through which the actuation of several gears are realized. Machine elements are provided for the transfer of torque between the drive and the output. The first shaft is connectable to the planetary gear carrier of the second planetary gear set, to the sun gear of the first planetary gear set, to the ring gear of the second planetary gear set, to the planetary gear carrier of the first planetary gear set, and to the first spur gear stage. The second shaft is connected or connectable to the first machine element and to the second machine element.

A power transmission device including: a motor to drive a rotary shaft; a first reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a second reducer connected to the rotary shaft to reduce rotational angular velocity of the rotary shaft; a first clutch disposed between the rotary shaft and the first reducer to connect and disconnect the rotary shaft and the first reducer; a second clutch disposed between the rotary shaft and the second reducer to connect and disconnect the rotary shaft and the second reducer; and a third clutch disposed outside the second reducer to connect and disconnect the second reducer and an external component.

A gear unit for a powertrain of a motor vehicle includes a drive shaft, a driven shaft, first and second planetary gearsets and first and second shifting elements. The first shifting element drivingly connects the drive shaft to an input of the first planetary gearset, and the second shifting element drivingly connects the drive shaft to an input of the second planetary gearset. An output element of the second planetary gearset is connected to the input of the first planetary gearset to be fixed with respect to rotation relative to it, and an output of the first planetary gearset is at least indirectly drivingly connected to the driven shaft. A shared element is fixed with respect to relative rotation and, with an inner toothing, forms a ring gear of the first planetary gearset and, with an outer toothing, forms a sun gear of the second planetary gearset.