A transmission where a first shaft is rotationally fixable to a third shaft and to a second shaft, the second and third shafts are rotationally connectable to a fourth shaft, the second shaft is rotationally connectable to a fifth shaft, the fourth shaft is rotationally connectable to the fifth shaft, the third shaft is rotationally connectable to the fifth shaft, fixed gears of the fourth and fifth shafts are rotationally connected to a drive output, a first gearwheel of the sixth shaft meshes with a fixed gear of the second shaft, and a second gearwheel of the sixth shaft meshes with a fixed gear of the third shaft. Moreover, a first gearwheel of the sixth shaft is an idler gear and a second gearwheel of the sixth shaft is a fixed gear, or vice versa. Additionally, the idler gear of the sixth shaft is rotationally fixable to the sixth shaft.

A spur-gear planetary gearbox with multiple ratios has a spur-gear gearbox with at least one first idler gear arranged concentrically to a spur-gear shaft, and a spur gear connected to this spur-gear shaft, a planetary gear mechanism with a first planetary gear set and a second planetary gear set and a planetary gear shaft rotatable about a planetary gear mechanism axis. One of the planetary gear sets is arranged concentrically to the planetary gear mechanism axis. A first planetary gear and a second planetary gear arranged concentrically to the planetary gear mechanism axis. A gear box and a plurality of speed changing devices are provided, wherein the first idler gear meshes with the first planetary gear, and the spur gear meshes with the second planetary gear. The planetary gearbox is characterized in that a second idler gear is arranged on the spur-gear shaft and can be selectively connected thereto in a torque-transmitting manner. The first idler gear can be selectively connected to the gear box in a torque-transmitting manner, and a third planetary gear is arranged concentrically to the planetary gear train axis and meshes with the second idler gear.

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 method to control a road vehicle for the execution of a standing start; the control method comprises the steps of: engaging a gear in a transmission while a corresponding clutch is open; progressively closing the clutch causing the clutch to transmit a torque that causes the rotation of at least a pair of drive wheels; determining a target slip of the drive wheels; cyclically determining a real slip of the of the drive wheels; and continuously modulating the torque transmitted by the clutch during the closing of the clutch based of a difference between the target slip of the drive wheels and the real slip of the of the drive wheels.

A method to control a road vehicle provided with a servo-assisted transmission during a slowing down phase; the control method generally includes, when the servo-assisted transmission is in an automatic operating mode, the steps of: calculating, assuming that a pressing of the brake pedal remains constant, an opening time interval needed to allow the road vehicle to reach an opening speed at which a clutch of the servo-assisted transmission is definitively opened; calculating a number of downshifts that can be carried out in the opening time interval based on a time needed to carry out a downshift; scheduling the downshifts to be carried out in order to get from the current gear engaged in the servo-assisted transmission to an opening gear with which the clutch of the servo-assisted transmission is definitively opened, so as to carry out no more than the number of downshifts that can be carried out in the opening time interval; and carrying out the scheduled downshifts.

A method to control a road vehicle for the execution of a multiple downshift in a drivetrain provided with a servo-assisted transmission; the control method comprises the steps of: detecting a condition of slowing down of the road vehicle and, simultaneously, detecting a driver's request for a multiple downshift; carrying out, in succession, a plurality of downshifts while the road vehicle is slowing down and in an autonomous manner regardless of further interventions of the driver; determining a duration of a shift time interval; and carrying out each downshift following a first downshift when said shift time interval has exactly elapsed since the previous downshift.

A hybrid transmission device (3, 56, 60, 64) includes a first transmission input shaft (12) and a second transmission input shaft (14) mounted on the first transmission input shaft, at least one drive device (EM2), at least one clutch (K3) for the rotationally fixed connection of two shafts (12, 14), and at least one gearshift clutch for the rotationally fixed connection of an idler gear to a shaft (12, 14). The second transmission input shaft (14) has an end (20) facing the outer side of the hybrid transmission device (3) and an end (22) facing the inner side of the hybrid transmission device (3). In the axial direction, the connecting clutch (K3) is arranged at one end (20, 22) of the second transmission input shaft (14), and the gearshift clutch (B, E) is arranged at the other end (22, 20) of the second transmission input shaft (14).

A hybrid power transmission apparatus for a vehicle which changes and outputs torque of an engine and a first motor, includes an input shaft selectively input engine torque through an engine clutch, an output externally engages with a differential final reduction gear through an output gear to output shifted torque, a fixed shifting section including a plurality of external gear sets implementing an engine mode having multiple fixed shifting stages, and a mode shifting section including a planetary gear set having a first rotation element fixedly connected to the input shaft and a third rotation element that is externally gear-engaged with a first motor gear of the first motor via a first gear, and one external gear set configured for power connection between a second rotation element of the planetary gear set and the output shaft.

A hybrid drivetrain for a hybrid powered vehicle, having an electric machine and a combustion engine, whose power output shaft acts in alternating manner either on a first input shaft or on a coaxial second input shaft of a dual clutch transmission across two separating clutches of a dual clutch, wherein a respective first and second subtransmission can be activated using the input shafts, and wherein fixed and idler gearwheels are arranged in wheel planes on the two input shafts and a common axially parallel driven shaft, said fixed and idler gears being combined into gear sets which form gear stages, in which the idler gearwheels can be coupled to the shafts by means of gear-shifting elements.

A method to control a road vehicle provided with a dual-clutch, servo-assisted transmission and standing still with the internal combustion engine turned on; the control method generally includes, when the road vehicle is standing still with the internal combustion engine turned on, the steps of: engaging a forward gear associated with a first clutch; engaging a reverse gear associated with a second clutch, which is different from and independent of the first clutch; closing the first clutch so as to cause the first clutch to transmit a first torque; and closing the second clutch so as to cause the second clutch to transmit a second torque, which is equal to the first torque multiplied by the quotient between a gear ratio of the reverse gear and a gear ratio of the forward gear.