An electronic, high-efficiency vehicular transmission, an overrunning, non-friction coupling and control assembly and switchable linear actuator device for use in the assembly and the transmission are provided. The device controls the operating mode of at least one non-friction coupling assembly. The device has a plurality of magnetic sources which produce corresponding magnetic fields to create a net translational force. The net translational force comprises a first translational force caused by energization of at least one electromagnetic source and a magnetic latching force based upon linear position of a permanent magnet source along an axis.

A hybrid module configured for arrangement in the torque path upstream from a transmission and downstream from an internal combustion engine includes an electric motor including a stator and a rotor rotatable within the stator, and a torque converter including a cover, an impeller and a turbine. The cover includes a pump drive configured for driving a fluid pump of the transmission. The torque converter includes a bypass clutch configured for frictionally drivingly connecting the cover to the impeller in an engaged orientation and for frictionally drivingly disconnecting the cover from the impeller in a disengaged orientation, the cover being non-rotatably fixed to rotor. The hybrid module also includes a connect/disconnect clutch having a clutch output non-rotatably fixed to the rotor. The connect/disconnect clutch is configured for being actuated between an engaged orientation for drivingly connecting the internal combustion engine to the cover of the torque converter and a disengaged orientation for drivingly disconnecting the internal combustion engine from the cover of the torque converter. The hybrid module is configured for transmitting torque from the internal combustion engine to the pump drive without driving the impeller when the connect/disconnect clutch is in the engaged orientation and the bypass clutch is in the disengaged orientation.

The invention relates to a method for operating a drive device (1) of a motor vehicle, having an internal combustion engine (2), an electric machine (3), and a dual-clutch transmission (4). The dual-clutch transmission (4) has two clutches (K1, K2), by means of which the transmission can be connected to the internal combustion engine (2). At least the internal combustion engine (2) is actuated in a driving operation in order to generate a target drive torque, and the clutches (K1, K2) are actuated in opposite directions for a gear shift. During a gear shift, the electric machine (3) which is connected to the dual-clutch transmission (4) without a clutch is actuated such that the electric machine completely or partly generates the target torque at least temporarily.

A hybrid module configured for arrangement in the torque path upstream from a transmission and downstream from an internal combustion engine includes an electric motor including a stator and a rotor rotatable within the stator, and a torque converter including a cover, an impeller and a turbine. The cover includes a pump drive configured for driving a fluid pump of the transmission. The torque converter includes a bypass clutch configured for frictionally drivingly connecting the cover to the impeller in an engaged orientation and for frictionally drivingly disconnecting the cover from the impeller in a disengaged orientation, the cover being non-rotatably fixed to rotor. The hybrid module also includes a connect/disconnect clutch having a clutch output non-rotatably fixed to the rotor. The connect/disconnect clutch is configured for being actuated between an engaged orientation for drivingly connecting the internal combustion engine to the cover of the torque converter and a disengaged orientation for drivingly disconnecting the internal combustion engine from the cover of the torque converter. The hybrid module is configured for transmitting torque from the internal combustion engine to the pump drive without driving the impeller when the connect/disconnect clutch is in the engaged orientation and the bypass clutch is in the disengaged orientation.

Provided is a vehicle drive system capable of suppressing a feeling of acceleration drop and free running, thereby improving vehicle riding comfort. The vehicle drive system includes: an internal combustion engine for driving a primary drive wheel; a stepped variable transmission; an assist motor for driving a secondary drive wheel; and a motor control device for controlling the assist motor, wherein the stepped variable transmission is a seamless-shift transmission configured such that a drive force to be transmitted therethrough is interrupted during shifting down, but not substantially interrupted during shifting up, and the motor control device is operable, during the shifting down by the stepped variable transmission, to cause the assist motor to generate a drive force to compensate for the interruption of the drive force.

A CVT drive train including a continuously adjustable variator and having a transmission input shaft situated on a primary drive side of the drive train and operatively connected with a primary drive source that is an internal combustion engine. A start-up device and a secondary drive source that includes an electrical machine are disposed co-axially. A first additional clutch serves to couple the secondary drive source to a direct drive stage, and a second additional clutch serves to couple the secondary drive to the variator input.

Drive mechanism (1) for a motor vehicle (6), comprising a dual clutch transmission (10) that includes a first powertrain (13), which can be connected to a first drive unit (2) via a first clutch (21), and a second powertrain (14), which can be connected to the first drive unit (2) via a second clutch (22), the first powertrain (13) being securely coupled to a second drive unit (3); when shifting gears in the dual clutch trans-mission (10), the second drive unit (3) supplies a predefined drive torque.

Methods and systems are provided for a dual motor electric transmission configured with two dual synchronizers to reduce torque interruption during gear shifting. In one example, a method may include dropping torque of a first electric motor, allowing a first synchronizer to shift from a first gear arrangement to a second gear arrangement, and compensating for dropped torque with a second electric motor. The method may be repeated to shift a second synchronizer from the first gear arrangement to the second gear arrangement, allowing uninterrupted torque supply during gear shifting.

A power transmission system of a vehicle and a gear-shift control method are provided. The power transmission system includes a first drive assembly (101) and a second drive assembly (102). The first drive assembly includes a first automatic transmission (2) and a first motor (1) connected with the first automatic transmission (2) for outputting power to two wheels of the vehicle. The second drive assembly (102) includes a second automatic transmission (2000) and a second motor (1000) connected with the second automatic transmission (2000) for outputting power to the other two wheels of the vehicle. The first and second automatic transmission are configured to be shifted to a preset gear or a gear adjacent to the preset gear, such that when one of the first and second automatic transmission is shifted to the preset gear, the other one of the first and second automatic transmission is shifted to the preset gear or the gear adjacent to the preset gear.

A torque control method and apparatus for a vehicle, including: determining whether a torque change request is received, during a process of performing an energy recovery function; determining whether an antilock brake system is in an active state, in case that the torque change request is not received; if so, decreasing an energy recovery torque with a first torque change gradient; determining whether the antilock brake system is transited from the activated state to a non-activated state, during a process of decreasing the energy recovery torque; if so, determining whether it is satisfied that a first current driver demand torque is greater than a first preset value and the antilock brake system is in the non-activated state for longer than a first preset time; and if satisfied, recovering the energy recovery torque to the first current driver demand torque with a second torque change gradient.