A vehicle powertrain comprising a first and second electric machines, and a transmission arranged to transmit torque from said electric machines to a driving axle, the transmission comprising: first and second input shafts arranged to be driven by the machines, respectively, a common output shaft, a first gear set comprising:
first and second input gears via which torque is transmittable from the respective input shafts to the output shaft; a second gear set comprising:
third and fourth input gears via which torque is transmittable from the respective input shafts to the output shaft; means for disconnecting each machine from each other and from the output shaft an intermediate shaft drivable by the first and/or the second input gear; and an auxiliary gear set having two gear ratios arranged between the intermediate and common output shafts, at least the first gear set being arranged to drive the output shaft via the intermediate shaft and the auxiliary gear set.

An electric drive module for transferring torque to wheels of a motor vehicle a planetary gearset having a first member driven by the rotor and a second member. A synchronizer restricts a third member of the planetary gearset from rotation when the electric drive module operates at a first drive ratio. The synchronizer transfers energy from the rotating rotor to the third member during a shift between the first drive ratio and a second drive ratio to match the rotational speeds of the rotor and the second member. A reduction unit includes an input member being driven by the second member and also includes an output member driven at a reduced speed relative to the input member. A differential assembly includes an input driven by the output member, a first differential output driving a first output shaft, and a second differential output driving a second output shaft.

A transmission for a motor vehicle has an input shaft, output shaft, first and second minus planetary gear sets, and first electric machine with a rotationally fixed stator and a rotatable rotor connectable to the input shaft. The first planetary gear set is stepped and has planet gears of a larger and a smaller effective diameter. In the first planetary gear set, first sun gear engages the larger planet gears and is connected or connectable to the rotor; second sun gear engages the smaller planet gears and is connected to a sun gear of the second planetary gear set and connectable to the input shaft; a carrier is connected to a ring gear of the second planetary gear set; and a ring gear is rotationally fixable. In the second planetary gear set, the carrier is connectable to the input shaft and the ring gear is connected to the output shaft.

A drive device for a hybrid-drive motor vehicle, having an internal combustion engine as a primary drive, an electric engine as a secondary drive, and having planetary gear units that are coupled with one another that can be shifted into different gear steps through shift elements and brakes. The planetary gear units being connectable to a common output shaft by way of input elements and output elements. The reaction elements thereof can be coupled or firmly braked, wherein the drive device can be operated in an electromotor drive, a primary drive having gear steps (gears), or in a hybrid drive.

A powertrain system is described, and includes an internal combustion engine having a crank member, a torque machine having a rotatable shaft member, and a transmission having an input member and an output member. The crank member of the internal combustion engine is couplable to the input member of the transmission. The rotatable shaft member of the torque machine is couplable to the crank member of the internal combustion engine at a first gear ratio. The rotatable shaft member of the torque machine is couplable to the input member of the transmission at a second gear ratio. The first gear ratio is less than the second gear ratio.

An electric vehicle transmission system is disclosed. The electric vehicle transmission system is employing a planetary gear type speed reducer so as to implement first-gear shifting, second-gear shifting, or reverse shifting, thereby enabling reduced manufacturing costs of an electric vehicle while increasing the fuel efficiency of the electric vehicle, and also employing the planetary gear type speed reducer so as to implement forward and reverse shifting, thereby enabling reduced manufacturing costs of the electric vehicle while increasing the fuel efficiency of the electric vehicle.

The present invention relates to a powertrain for a motor vehicle comprising a thermal engine (10), a variable-speed transmission device (14) including an engine epicyclic gear train (26) with a sun gear (36) carried by a hollow shaft (42) and a crown gear (56) carried by a hollow shaft (62) surrounding hollow shaft (42) of the sun gear, the sun gear and the crown gear are each connected to shaft (12) of thermal engine (10) by a controlled clutch (28 and 30) and to a fixed part (48) of the vehicle by a one-way clutch (32 and 34), and a track (126 and 128) for motion transmission to a drive axle (16). According to the invention, the powertrain comprises a controlled connection (132) between the two hollow shafts (42 and 62).

A multi-stage planetary transmission for a bicycle or a pedelec includes a transmission input shaft (1), a transmission output shaft (2), and at least three planetary gear sets (VRS, VR1, VR2, RS1, RS2, NRS, NR1, NR2). A first planetary gear set (RS1) and a second planetary gear set (RS2) are configured as a main gear set and at least one further planetary gear set (VRS, VR1, VR2, NRS, NR1, NR2) is configured as a front-mounted gear set and/or as a rear-mounted gear set. At least three free-wheel clutches (F1, F2, F3, F4) and at least three brakes (B1, B2, B3, B4) are provided for implementing at least eight gears (G1, G2, G3, G4, G5, G6, G7, G8, G9, G10, G11, G12, G13, G14, G15, G16). Moreover, the multi-stage transmission may be a bottom bracket transmission. In addition, a bicycle or pedelec with the multi-stage transmission is proposed.

A hybrid vehicle includes an electronic control unit configured to: set a target rotation speed of an engine based on a vehicle speed and a shift position; set a driving force when an upper-limit power is output to a drive shaft as an upper-limit driving force; set a target engine power such that the smaller of the upper-limit driving force and the required driving force is output to the drive shaft; and control the engine, the first motor, and the second motor such that the engine to rotate at the target rotation speed and to output the target power. At this time, the upper-limit power is set to be lower when a coolant temperature of the engine is low than when the coolant temperature is high.

An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The first gear train, second gear train, and clutch are arranged downstream from the first electric motor and second electric motor.