A drive-train for a vehicle with at least one electric drive, which can be coupled via a driveshaft (2) to at least a first transmission ratio stage (i1) and a second transmission ratio stage (i2). At least one shifting mechanism is provided for engaging the transmission ratio stages (i1, i2). To carry out powershifts, the shifting mechanism includes at least one interlocking shifting element (5) and at least one frictional shifting element (6, 6A). Each of the transmission ratio stages (i1, i2) can be engaged by the interlocking shifting element (5) and at least one of the transmission ratio stages (i2) can be engaged both by the interlocking shifting element (5) and by the frictional shifting element (6). Methods for carrying out a powershift, between a frictional shifting element (6, 6A) and an interlocking shifting element (5) in the drive-train, are also disclosed.

A dual clutch transmission for motor vehicles has first and second input shafts, two clutches configured to selectively couple the input shafts to an engine, two intermediate shafts arranged parallel to the input shafts, gearwheel pairs of which a fixed gearwheel is arranged on one of the input shafts and a freely rotating gearwheel is arranged on one of the intermediate shafts, freely rotating output gearwheels arranged on each of the two intermediate shafts and meshing with a differential wheel, and coupling devices configured to selectively couple the freely rotating gearwheels to the respective intermediate shaft, of which at least the coupling devices for the output gearwheels are of double acting design. A dual clutch transmission of this kind makes a large number of gears possible without significantly increasing the dimensions of the transmission or the weight thereof.

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 hybrid-power driving system (HPDS) (100, 200) includes an engine, a motor, and a transmission. The HPDS may include a single clutch and the transmission can provide at least five forward speed ratios and can provide for at least one reverse speed ratio. The transmission can include three synchronizers and multiple gearwheels that are used in multiple speed ratios. In addition to a pure engine driving mode and a pure motor driving mode, the HPDS can operate using a hybrid-power driving mode (HDM). In the HDM, the HPDS can provide for shifting of gears without power interruption to the output shaft or half-axles and wheels of a vehicle. In the HDM, the continuous power being output can be achieved by keeping a synchronizer engaged with a gearwheel for two consecutive speed ratios.

Provided a transmission including a first shaft, a second shaft connected thereto via a shift gear mechanism provided to a first shaft and generating a rotary output corresponding to a selected shift gear, a planetary gear mechanism, a transmission case for housing the planetary gear mechanism and a mounting member for fixing a ring gear of the planetary gear mechanism to the case. To the mounting member, an abutment support portion is formed for supporting the case by abutting to an inter-shaft portion positioned between the first shaft and the second shaft in the case.

The invention relates to a speed-change gearbox for a motor vehicle, provided with shiftable gearwheel sets (gears), which are arranged in a first and in a second sub-gearbox, wherein the sub-gearboxes are provided respectively with at least one input shaft and a common drive shaft and the input shaft that can be alternately activated via a power shiftable clutch. In order to achieve a functionally expanded shifting strategy, it is proposed that at least one gearwheel set can be associated with both sub-gearboxes.

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 control system for operating a work vehicle powertrain includes an engine configured to generate power for an output shaft. The control system includes a transmission positioned operatively between the engine and the output shaft and configured to selectively transfer the power along a power flow path between the engine and the output shaft. The transmission includes an input shaft; at least one intermediate shaft; at least one directional clutch; and intermediate clutches configured for selective engagement to transfer power between the at least one intermediate shaft and the output shaft. A controller is configured to receive a vehicle stop request to stop the work vehicle; implement, upon receiving the vehicle stop request, a clutch braking function; and generate, upon the implementation of the clutch braking function, clutch commands to engage at least two of the intermediate clutches selected such that the output shaft is slowed and stopped.

A transmission assembly for a motor vehicle drive train may include a first input element, a second input element, a first sub-transmission associated with the first input element and including a first plurality of engageable gear-step gear sets, and a second sub-transmission associated with the second input element and including a second plurality of engageable gear-step gear sets. The transmission assembly may further include a first electric machine connected to the second input element and a second electric machine. Moreover, the transmission assembly may include a first clutch, the first input element being connectable to the second input element via the first clutch. Additionally, the transmission assembly may include a second clutch, the second electric machine being connectable to the first input element via the second clutch.

Shifting device for shifting a transmission, having a first group of shift elements and a second group of shift elements, a selector shaft, which is arranged in such a way that it can be moved in translation along a longitudinal axis and rotated about the longitudinal axis, wherein it is possible, by moving the selector shaft into one of a plurality of possible translational positions, to select at least one shift element of the first group and at least one shift element of the second group and, by rotating the selector shaft, to actuate the selected shift elements. The at least one selected shift element of the first group can be actuated in phase or with an overlapping phase displacement or an offset phase displacement with respect to the at least one selected shift element of the second group.