A drive device for a motor vehicle includes an electric machine having a gearbox where the motor vehicle is drivable electrically via the gearbox by the electric machine. At least one gear of the gearbox is switchable by operating a switch element. A medium is flowable through a circuit that has a first branch through which the medium is flowable to cool and/or lubricate the electric machine and/or the gearbox and a second branch through which the medium is flowable to operate the switch element. A pump delivers the medium through the circuit. The medium is flowable through a third branch of the circuit to operate the parking lock.

A hydraulic system, in particular a hydraulic transmission controller, includes a first pump, which provides a large volumetric flow for a cooling and/or lubricating device at an outlet, and a second pump, which provides a high pressure for at least one hydraulic load at an outlet. The hydraulic system also includes an additional active valve, which is connected upstream of the cooling and/or lubricating device, is connected to a system pressure valve and to at least one hydraulic load to be boosted in such a manner that in a boost state, the outlets of the two pumps are connected to the hydraulic load to be boosted via a boost line.

The present invention relates to an auxiliary transmission brake arrangement (100) for a transmission (10) of a vehicle. In particular, the invention relates to an auxiliary transmission brake arrangement comprising a lubrication arrangement for improved lubrication of gear wheels connecting the auxiliary transmission brake arrangement to an output shaft.

An actuator system for a vehicle transmission includes an actuating unit and an electric motor drivingly connected to the actuating unit. The actuating unit is configured for displacement by the electric motor between an engagement mode where the transmission is connected to a propulsion unit and a disengagement mode where the transmission is disconnected from the propulsion unit. A clutch unit between the actuating unit and the electric motor is connected to a drive shaft of the electric motor. The clutch unit is configured for connecting the actuating unit to the electric motor when displacing the actuating unit between the engagement disengagement modes. The clutch unit disconnects the actuating unit from the electric motor in the engagement mode. The system further includes an oil pump unit driven by the electric motor at least in the engagement mode.

A hydraulic controlling system including: a cooling and lubricating oil line and a main controlling oil line; an oil-liquid storage; a first pump, wherein an inlet of the first pump is connected to the oil-liquid storage and an outlet of the first pump is connected to the main controlling oil line; a second pump, wherein an inlet of the second pump is connected to the oil-liquid storage and an outlet of the second pump selectively communicates with the cooling and lubricating oil line or the main controlling oil line; and a gearbox-gear-shifting oil line including a gear-shifting-pressure regulating valve, a plurality of gear-shifting-flow-rate controlling valves and a plurality of gear-shifting selector valves. The gear-shifting-flow-rate controlling valves are connected to the main controlling oil line via the gear-shifting-pressure regulating valve. At least some of the gear-shifting-flow-rate controlling valves are connected to a gear-shifting executing piston via the gear-shifting selector valves.

A method of controlling an EOP of a hybrid vehicle may include controlling the EOP in a predetermined high-speed mode when the vehicle is started; controlling the EOP in a predetermined middle-speed mode in which the EOP is driven at revolutions per minute (RPM) lower than RPM of the high-speed mode when the high-speed mode is terminated; and controlling the EOP in a predetermined low-speed mode in which the EOP is driven at RPM lower than the RPM of the middle-speed mode when the vehicle is stopped.

Methods and systems for a vehicle transmission are provided. A transmission system includes, in one example, an intermediate shaft rotationally coupled to an input shaft and an output shaft, wherein the input shaft is configured to receive rotational input from an electric machine. The system further includes a first gear coupled to the intermediate shaft, and a plurality of clutches coupled to the input shaft and the output shaft and configured to in a first mode, transfer power directly between a second gear coupled to the input shaft, the first gear, and a third gear coupled to the output shaft, and in a second mode, transfer power indirectly between the second gear, the first gear, and/or the third gear.

Because an EOP starts operating from when a decrease in discharge flow rate of an MOP is predicted or detected, a PL actual pressure that should be obtained with a PL command pressure set to a value for a required transmission torque is more easily maintained even when the discharge flow rate of the MOP becomes insufficient. After a lapse of a predetermined period of time from the start of operation of the EOP, the PL command pressure is temporarily set to a value higher than the value for the required transmission torque, and a regulator valve is controlled to operate to close a drain port. Therefore, the operation of the EOP in a high PL actual pressure is reduced, and a delay in response of a pressure regulating operation of the regulator valve in the process of reduction of the discharge flow rate of the MOP is reduced.

A transmission including an electric machine, a torque converter and a planetary gearset in a transmission housing that is connected to an engine. A turbine shaft is configured to transfer torque from the engine and the electric machine to the planetary gear set. A disconnect clutch selectively couples the input shaft from the engine to the torque converter housing of the torque converter. The disconnect clutch includes a disconnect clutch piston and a first balance dam. A torque converter clutch selectively connects the torque converter housing to the turbine and the turbine shaft. The torque converter clutch includes a torque converter clutch piston and a second balance dam. Ports in the housing permit automatic transmission fluid to flow between the turbine shaft and the torque converter clutch piston; the turbine shaft and the torque converter clutch piston; and the turbine shaft, the first balance dam, and the second balance dam.

A vehicle includes: an interrupter including a first connector connected to a driving source, a second connector connected to a transmission, and a fluid in a gap between the first and second connectors; and processing circuitry. The processing circuitry receives flowability information indicating a value related to flowability of the fluid. The processing circuitry determines whether or not a predetermined power interruption condition is satisfied. When the above condition is satisfied, and the processing circuitry determines that the value is less than a predetermined reference value, the processing circuitry controls the speed change actuator to set the transmission to a first gear stage. When the condition is satisfied, and the processing circuitry determines that the value is not less than the reference value, the processing circuitry controls the speed change actuator to set the transmission to a second gear stage having a lower reduction ratio than the first gear stage.