The present invention provides a hybrid powertrain comprising an internal combustion engine (ICE), a transmission (2), a first electric motor (4a) and a second electric motor (4b), wherein the transmission comprises an input shaft (1) to which the ICE is connected via a main clutch (3), an output shaft (6) and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft (1) to the output shaft (6), the first electric motor (4a) is connected to the input shaft (1) via a first gear (i.sub.x), such that torque and rotation may be transferred between the first electric motor and the input shaft, and the second electric motor (4b) is connected to the input shaft (1) via a first clutch (5a) and the first gear (i.sub.x), such that torque and rotation may be transferred between the second electric motor (4b) and the input shaft (1), and connected to the output shaft (6) via a second clutch (5b) and a second gear (i.sub.y), such that torque and rotation may be transferred between the second electric motor (4b) and the output shaft (6), wherein the first electric motor (4a) is connected to the second electric motor (4b) via the first clutch (5a), and the first electric motor (4a), the second electric motor (4b), the first clutch (5a) and the second clutch (5b) form parts of a torque transfer path bypassing the at least two different gear ratios, the torque transfer path arranged to transfer torque from the input shaft (1) to the output shaft (6) during a gearshift.

A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an other friction engagement element temperature detector configured to detect a temperature of the other friction engagement element, and a processor configured to execute lubricant supply control logic to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element. The lubricant supply control logic switches the supply amount of lubricant to the vehicle-propelling friction engagement element according to the temperature of the vehicle-propelling friction engagement element, and switches the supply amount of lubricant to the other friction engagement element according to the temperature of the other friction engagement element.

A transmission system is provided that includes a mechanical reverse assembly designed to selectively mechanically couple a reverse gearset to an output shaft of an electric machine and a first primary shaft. In the mechanical reverse assembly, a coupling device may be automatically shifted to attach the reverse gearset to the first primary shaft in a reverse drive configuration in any of a hybrid mode, a full electric vehicle (EV) mode, and a full internal combustion engine (ICE) mode.

A transmission for a bicycle includes at least four shift elements, one input shaft (1), a first planetary gear set (PS1) which is operatively connected to the input shaft (1), and a second planetary gear set (PS2). A carrier of the first planetary gear set is rotationally fixed to a carrier of the second planetary gear set (PS2).

The present invention relates to a device for a gearbox which comprises a main shaft, a counter shaft, a plurality of gearwheel pairs each comprises a primary gearwheel arranged on the counter shaft and a secondary gearwheel arranged on the main shaft and a PTO shaft. The device comprises a switch mechanism movably arranged to a first position in which the PTO shaft is disconnected from the counter shaft in a non-rotatable state, to a second position in which the PTO shaft is rotationally fixedly connected to the counter shaft, and to a neutral position in which the PTO shaft is in a rotatable state and disconnected from the counter shaft. The device comprises further a clutch mechanism able to provide a clutching connection between the counter shaft and the PTO shaft when the switch mechanism is in the first position and in the neutral position.

An automatic transmission is provided. The transmission includes clutches coaxially arranged in layers in a radial direction of the transmission. The transmission includes a piston provided to each clutch, the pistons being aligned in the radial direction on a same plane perpendicular to an axis of the transmission, without overlapping with each other in an axial view. The transmission includes a common rotational member having a wall, commonly used for the clutches, and disposed at a predetermined position of the transmission in an axial direction, wherein the wall is formed along the plane. The transmission includes operational hydraulic passages parallely arranged in the wall of the common rotational member in a circumferential direction of the transmission on the same plane perpendicular to the axis, each of the operational hydraulic passages communicating with one of operational hydraulic chambers of the respective clutches.

In a case where intermediate gear stage fault occurs, an electronic control unit determines, using a predetermined relationship for determining gear stage switching between a gear stage on a lower side than the intermediate gear stage by one stage and the intermediate gear stage, whether or not to execute gear stage switching between the low gear stage and a gear stage on a higher than the intermediate gear stage by one stage. For example, compared to using a relationship for determining gear stage switching between a gear stage on the higher side and the intermediate gear stage, it is possible to execute gear stage switching between a gear stage on the lower side and a gear stage on the higher side in a low vehicle speed region. Therefore, it is possible to suppress the influence on vehicle behavior.

A method is disclosed for operating a multi-gear vehicle transmission in a motor vehicle during a coasting phase. The coasting phase includes an overrun phase with a driving gear engaged and a freewheeling phase with the neutral gear engaged. It is determined whether the motor vehicle is in the overrun phase of the coasting phase, whether a condition for a transition to the freewheeling phase of the coasting phase is fulfilled, and whether a transmission condition with elevated drag losses exists. If the motor vehicle is in the overrun phase of the coasting phase, if the condition for transition to the freewheeling phase is fulfilled, and if a transmission condition with elevated drag losses exists, then at least one further shifting element (D, E) is closed in addition to the shifting elements (A, B, C) of the driving gear, which are closed during the overrun phase of the motor vehicle.

Disclosed is method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear a transmission input (1) and a transmission output (2) of the vehicle transmission are decoupled from one another. In a driving gear the transmission input (1) and the transmission output (2) of the vehicle transmission are coupled with one another by closing the shifting elements (A, B, C, D, E) associated with the driving gear in order to propel the vehicle. When the neutral gear is engaged, a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B, C, D, E) of a driving gear, at least one further shifting element (A, B, C, D, E) of the vehicle transmission is closed.

Disclosed is a method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear, in which some of the shifting elements (A, B) are already actuated, a transmission input (1) is decoupled from a transmission output (2) of the vehicle transmission. In a driving gear the transmission input (1) is coupled to the transmission output (2) of the vehicle transmission by closing the shifting elements (A, B, C, D, E) associated with the driving gear, in order to propel the vehicle. With the neutral gear engaged a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B) actuated in the neutral gear a shifting element (D) associated with a reversing gear of the vehicle transmission is also closed.