A method for performing rotational speed synchronisation of a first transmission component having a first initial rotational speed with a second transmission component having a second initial rotational speed, by means of a three-phase AC electric motor that is rotationally connected to the first transmission component, during a gear switch in a stepped gear transmission of a drive train having a switching mechanism enabling the stator windings of the AC electric motor to be selectively connected in star configuration or delta configuration. The method includes obtaining a command, or determining, that a gear switch should be performed; shifting the stator winding configuration of the AC electric motor to delta configuration, or ensuring that the stator winding configuration of the AC electric motor is in delta configuration; and controlling operation of the AC electric motor for accomplishing rotational speed synchronisation of the first and second transmission components.

An axle assembly having a drop gear set and a countershaft transmission. The drop gear set may operatively connect a rotor of an electric motor to a countershaft. The countershaft transmission may operatively connect the countershaft to a drive pinion. The electric motor and the countershaft transmission may be positioned on opposite sides of a differential assembly.

A vehicle drive apparatus includes an internal combustion engine, an electric-power-generating-motor gear train, a drive gear, a driven gear, a differential, a low clutch and a high clutch. The electric-power-generating-motor gear train and the driven gear are arranged on a first plane. The drive gear, the driven gear, and the differential are arranged on a second plane. The low clutch and the high clutch are arranged on a third plane.

An axle assembly having a countershaft transmission. The countershaft transmission may operatively connect a rotor shaft of an electric motor to a drive pinion that may be rotatable about a drive pinion axis. The electric motor and the countershaft transmission may be positioned on opposite sides of a differential assembly.

A hybrid powertrain for a vehicle may include a first input shaft selectively connectable to an engine through a first clutch; a second input shaft selectively connectable to the engine through a second clutch and mounted to be coaxial with the first input shaft; a motor input shaft mounted to be coaxial with the first input shaft and to which a motor is connected; a first output shaft and a second output shaft each mounted in parallel to the first input shaft and the second input shaft; a center synchronizing unit mounted between the first input shaft and the motor input shaft and configured to interrupt a connection between the first input shaft and the motor input shaft; a plurality of pairs of circumscription gears configured to form a series of shift ratios used for driving of the vehicle; and a variable transmission mechanism.

A hybrid powertrain for a vehicle includes a first input shaft connected to an engine, a second input shaft connected to the engine and coaxially mounted with the first input shaft, a motor input shaft coaxially mounted with the first input shaft and connected to a motor, first and second output shafts mounted in parallel to the first input shaft and the second input shaft, first and second drive gears connected to the motor input shaft, a first driven gear engaged with the first drive gear, a second driven gear engaged with the second drive gear, a complex synchronizer to couple and separate the first input shaft and the motor input shaft and to couple and separate the first drive gear and the motor input shaft, a third clutch to couple and separate the second drive gear and the motor input shaft, and a plurality of external gear pairs configured to respectively define different gear ratios.

A range-change transmission device, which is a splitter transmission, includes an input shaft, an output shaft, a countershaft, at least one planetary gear set, and a torque adjustment device. A first transmission element of the planetary gear set is arranged coaxially to the output shaft. A second transmission element of the planetary gear set is or can be directly coupled to the countershaft. A third transmission element of the planetary gear set is permanently coupled to the input shaft in a rotationally fixed manner. The countershaft is or can be coupled to the torque adjustment device. The range-change transmission device has a first switching unit, which is provided to couple the countershaft to the output shaft.

A range-change transmission device includes an input shaft, an intermediate shaft, a countershaft, a transmission output shaft, and a first planetary gear set. A first transmission element of the first planetary gear set is permanently coupled to the intermediate shaft in a rotationally fixed manner. A second transmission element of the first planetary gear set is coupled to the transmission output shaft. A first switching unit is provided to arrange a third transmission element of the first planetary gear set to be fixed to the housing in at least one switching position. The range-change transmission device also includes a second planetary gear set. A third transmission element of the second planetary gear set is permanently coupled to the intermediate shaft in a rotationally fixed manner.

An axle assembly having a drop gear set and a countershaft transmission. The drop gear set may operatively connect a rotor of an electric motor to a countershaft. The countershaft transmission may operatively connect the countershaft to a drive pinion. The electric motor and the countershaft transmission may be positioned on opposite sides of a differential assembly.

An axle assembly having a countershaft transmission. The countershaft transmission may operatively connect a rotor shaft of an electric motor to a drive pinion that may be rotatable about a drive pinion axis. The electric motor and the countershaft transmission may be positioned on opposite sides of a differential assembly.