A planetary gear train of an automatic transmission for a vehicle may include: an input shaft; an output shaft disposed in parallel with the input shaft; a first planetary gear set having first, second, and third rotation elements; a second planetary gear set having fourth, fifth, and sixth rotation elements; a first shaft fixedly connected to the first rotation element and selectively connected to the input shaft and a transmission housing; a second shaft fixedly connected to the second rotation element; a third shaft fixedly connected to the third rotation element; a fourth shaft selectively connected to the input shaft; a fifth shaft fixedly connected to the fourth rotation element and fixedly connected to the output shaft; a sixth shaft fixedly connected to the fifth rotation element; and a seventh shaft fixedly connected to the sixth rotation element, selectively connected to the fifth shaft.

A manual transmission includes a coaxially arranged input shaft and output shaft, a first intermediate shaft and parallel second intermediate shaft), spaced from the input shaft, a drive side gear pair a drive gear rotationally fixed on the input shaft and an intermediate gear rotationally fixed on the first intermediate shaft, and an output side gear pair with a second intermediate gear rotationally fixed on the second intermediate shaft and an output gear rotationally fixed on the output shaft, wherein, drive torque is transferred from the input shaft to the output shaft over the drive side gear pair, while no drive torque is transferred over the output side gear pair and, with at least three other switchable gears, drive torque is transmitted from the input shaft to the output shaft over the output side gear pair, while no drive torque is transmitted over the drive side gear pair

A road vehicle with an electric drive having: a heat engine provided with a carrier shaft; a gearbox; at least one pump actuated by a carrier shaft; at least a reversible electric machine; a first mechanical transmission, which transmits the motion from the drive shaft of the heat engine to the carrier shaft and is provided with a first freewheel; a second mechanical transmission, which transmits the motion from the shaft of the electric machine to the carrier shaft and is provided with a second freewheel; and a third mechanical transmission, which is arranged in parallel to the second mechanical transmission, transmits the motion from the shaft of the electric machine to the carrier shaft, is provided with a third freewheel and reverses the direction of motion with respect to the second mechanical transmission.

Provided is a control device for a vehicle. A control device for a vehicle includes a vehicle that includes an engine and a main motor, and a transmission equipped with first and second input shafts which are respectively connected to the engine via first and second clutches, an output shaft through which power is output to drive wheels, first and second transmission mechanisms which respectively includes a plurality of transmission gears selectively joined to the first and second input shaft respectively, and an ECU. When the main motor is driven and when the engine is stopped, the ECU determines that the vehicle travels using power of the engine using the transmission gears of one of transmission mechanisms in a case where defective engagement release occurs such that a transmission gear of the other transmission mechanism is not disengaged.

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 dual-clutch transmission assembly and method for controlling the same is provided where the torque generated by an engine is split between first and second shafts. Torque is supplied to the first shaft by a first clutch and torque is supplied to the second shaft by a second clutch. A first gearset is carried on the first shaft and a second gearset is carried on the second shaft. The first gearset includes a primary first gear and the second gearset includes a duplicate first gear. The first and second shafts receive torque from a transmission input shaft in response to contemporaneous engagement of the primary first gear, the duplicate first gear, and the first and second clutches, which can be used during vehicle launch to split the torque applied to the first and second clutches.

In an automatic transmission control device of the invention configured to start an increase in engagement pressure of a start-up engagement element, when a determination threshold value for determining that a turbine rotational speed has reduced is reached or exceeded, the determination threshold value when a selection operation from a non-traveling range to a traveling range is made before a prescribed period of time from starting of an engine has elapsed, is increased and set greater than the determination threshold value when the selection operation is made after the prescribed period of time has elapsed. Accordingly, a reduction in the turbine rotational speed can be accurately determined, and thus it is possible to suppress torque fluctuations, occurring owing to engagement of a second brake, which is the start-up engagement element.

An automated manual transmission may include an input shaft selectively provided with torque from an engine through a clutch; an output shaft disposed in parallel with the input shaft; a shifting device including a plurality of gear pairs, which have different gear ratios and are engaged with each other on the input shaft and the output shaft, and selecting at least a gear pair out of the plurality of gear pairs, by using a coupling member; wherein the at least a gear pair corresponds to a speed of a vehicle a motor shaft connected to a motor and provided with torque from the motor; and clutch devices disposed between the motor shaft and the input shaft to transmit torque in a first direction thereof and between the motor shaft and the output shaft to transmit torque in a second direction thereof.

Transmission system for a vehicle having an input arranged for connection to a drive source, and an output arranged for connection to a load. The transmission includes a transmission. The transmission includes first input shaft, a first output shaft connected to the output, and a first speed transforming gear connecting the first input shaft and the first output shaft, and a second input shaft, a second output shaft connected to the output, and a second speed transforming gear connecting the second input shaft and the second output shaft. The transmission includes a first coupling member, arranged for coupling the input to the first input shaft at a first speed ratio and a second coupling member, arranged for coupling the input to the second input shaft at a second speed ratio. The first and second speed transforming gears together include a plurality of transmission gears, wherein the transmission gears are arranged such that successive shifting through respective first, second, third, fourth, fifth and sixth gears is effected by alternatingly engaging the first coupling member and the second coupling member.

A transmission arrangement for a hybrid vehicle, in which a connection for an internal combustion engine, a connection for an electric machine, and a transmission part are arranged in a manner able to be coupled to each other. The transmission part comprises a simple Ravigneaux planetary gear set with two planetary gears (PG1, PG2) and a single ring gear. The ring gear is coupled to a spur and bevel gear transmission (KT), which forms a power takeoff of the transmission arrangement. The transmission part furthermore comprises two brakes (B1, B2) and two clutches (K1, K2) as force-locking shifting elements.