A hybrid module includes a rotational axis and an electric motor. The electric motor has a stator assembly and a rotor assembly. The stator assembly includes a stator plate with a first radially extending tab with a first threaded hole for receiving a first fastener for fixing the stator assembly to a jig plate, a second radially extending tab with a first dowel hole for receiving a first dowel to locate the stator assembly in the jig plate, and a third radially extending tab with a second dowel hole for receiving a second dowel to locate the stator assembly in a transmission housing. The rotor assembly is disposed radially inside of the stator assembly and includes a torque converter with a pilot for locating the torque converter relative to the jig plate or relative to an engine crankshaft.

A hybrid drivetrain for a hybrid-driven vehicle, having a transmission, which can be shifted by shifting elements into different transmission steps, and which is connectable via an internal combustion engine shaft to an internal combustion engine, via an electric machine shaft to an electric machine, and via an output shaft to at least one vehicle axis. The internal combustion engine shaft and a pinion shaft, which can be connected with respect to drive to the output shaft, are connectable via spur gearwheel sets, which can be shifted by means of shifting elements and which each form wheel levels, of which at least one hybrid wheel level is additionally connectable to the electric machine shaft.

A power-drive system for a vehicle and a vehicle. The power-drive system comprises: an engine; a plurality of input shafts; a plurality of output shafts; a first clutch device, arranged between the engine and the plurality of input shafts, so that the engine selectively engages with at least one of the plurality of input shafts; a motor power shaft, a motor power shaft first gear linking with a gear-position driving gear in the same direction being freely sleeved on the motor power shaft, and the plurality of output shafts and the motor power shaft linking with a differential of the vehicle; a first motor generator, configured to link with the motor power shaft; and a second motor generator, wherein the second motor generator and the engine are located on an input side of the first clutch device, the plurality of input shafts is located on an output side of the first clutch device, and the second motor generator is configured to carry out stationary power generation using at least part of power of the engine when the vehicle is parked.

A drive train for a hybrid motor vehicle comprises a gearbox input shaft, which is operably linked to a first electric machine and an internal combustion engine by a first partial drive train for torque transmission and is operably linked to a second electric machine by a second partial drive train for torque transmission. The second electric machine is permanently connected to the gearbox input shaft for torque transmission. The first electric machine and the internal combustion engine can be connected in a couplable manner to the gearbox input shaft for torque transmission.

A hybrid module for a drive train of a vehicle includes an intermediate shaft configured for torque transmission from an internal combustion engine and/or an electric machine to a transmission. The shaft is mounted on a dividing wall by two bearings, wherein a securing element is provided on a transmission side of the dividing wall to fix an axial position of a torque transmission component that can be mounted on the intermediate shaft on a motor/engine side of the dividing wall.

A drive train for a hybrid motor vehicle comprises a gearbox input shaft, which is operably linked to a first electric machine and an internal combustion engine by a first partial drive train for torque transmission and is operably linked to a second electric machine by a second partial drive train for torque transmission. The second electric machine is permanently connected to the gearbox input shaft for torque transmission. The first electric machine and the internal combustion engine can be connected in a couplable manner to the gearbox input shaft for torque transmission.

Methods and systems for a clutch assembly in an electric drive axle of a vehicle are provided. In one example, a clutch assembly in a gear train is provided that includes a locking clutch. The locking clutch includes a gear including a plurality of teeth having at least one tooth with a tapered end, an indexing shaft rotationally connected to an output shaft, a shift collar mounted on the indexing shaft, configured to translate on the indexing shaft into an engaged and disengaged configuration, and including a plurality of teeth on a face, where at least one tooth in the plurality of teeth in the shift collar includes a tapered end, and an indexing mechanism coupled to the shift collar and the indexing shaft and configured to accommodate for indexing between the indexing shaft and the shift collar during shift collar engagement.

A control apparatus for a vehicle includes an input-rotation limiting portion configured, when the vehicle starts running and is accelerated, to calculate an estimated speed value that is a speed value of an input rotational speed of an automatic transmission upon elapse of a predetermined length of time, and to calculate an estimated force value that is a force value of a piston pressing force acting on a piston in a forward direction in a released engagement device upon the elapse of the predetermined length of time, based on a centrifugal hydraulic pressure in a pressure chamber of the released engagement device and the centrifugal hydraulic pressure in a canceller chamber of the released engagement device. When the estimated force value is not smaller than a predetermined threshold, the input-rotation limiting portion restrains an increase of the input rotational speed.

In an assembly comprising a brake master cylinder unit and a dash panel of a vehicle disclosed herein, the electric motor may be fixed to a body of the brake master cylinder unit such that a rotation axis of the electric motor extends along a vehicle-width direction. By fixing the electric motor such that the rotation axis extends along the vehicle-width direction, an overall height of the cylinder unit may be lowered. A position where the pushrod is fixed to the cylinder unit can be lowered, and a position of a pivot of the brake pedal (a connection point between the brake pedal and the dash panel) can also be lowered. As a result, the brake pedal (a pedal arm) can be shortened and weight(s) of part(s) related to the cylinder unit (the pedal arm) can be reduced.

A power transmission device for a hybrid vehicle may include: a cover part mounted on a vehicle body; two motor parts embedded in the cover part; two rotor parts mounted on the respective motor parts and rotated; a torsion damper part coupled to any one of the rotor parts, and connected to an engine part; a transfer part rotatably connected to the torsion damper part; a clutch part configured to selectively connect the other one of the rotor parts to the transfer part; and an output part connected to the clutch part, and configured to discharge power to a transmission.