A motor vehicle drive train assembly includes an axial flux induction motor including a stator, a first rotor and a second rotor. The stator, the first rotor and the second rotor are concentric with a motor center axis. The first rotor is axially spaced from a first axial side of the stator by a first air gap and the second rotor is axially spaced from a second axial side of the stator by a second air gap. The axial flux induction motor is configured such that the first rotor is rotatable about the motor center axis by the stator at a first rotational speed to drive a first drive shaft non-rotatably connected to the first rotor while the second rotor is rotatable about the motor center axis by the stator at a second rotational speed that is greater than the first rotational speed to drive a second drive shaft non-rotatably connected to the second rotor.

A system for use in an automatic transmission includes a 3-way solenoid-actuated valve includes a valve body having an inlet port and a first outlet port and a second outlet port, a valve disposed within the valve body and slidably controllable to proportion flow between the first outlet port and the second outlet port, and a spring disposed in the valve body to bias the valve for flow toward the second outlet port. The system also includes at least one pump providing fluid to the inlet port, a first fluid circuit connected to the first outlet port providing fluid to a first subsystem of the automatic transmission, and a second fluid circuit connected to the second outlet port providing fluid to a second subsystem of the automatic transmission.

A hybrid module for a powertrain includes a drive, a first coupling section that couples the hybrid module to a transmission, and a second coupling section that couples the hybrid module to an internal combustion engine. The second coupling section includes a shifting arrangement having at least two shift elements which can take an initial and a shift position.

A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged. When the coupling is disengaged, the motor-generator may drive the pulley portion of the clutch-pulley-damper to drive the engine accessories using energy returned from the energy store, independent of the engine crankshaft.

A powertrain for a vehicle includes an engine, a first motor serving as a motor for driving of a vehicle or serving as a generator, a first power transmission mechanism disposed between the engine and the first motor to transmit the power of the engine to the first motor or to cut off transmission of power between the engine and the first motor, a second power transmission mechanism disposed between the first motor and a driving shaft of running wheels to transmit the power of the first motor to the driving shaft of the running wheels or to cut off transmission of power between the first motor and the driving shaft of the running wheels, and a second motor connected to the second power transmission mechanism via a third power transmission mechanism to transmit power to the second power transmission mechanism and outputting power for driving the vehicle and transmit the power to the driving shaft of the running wheels.

A drive train of a hybrid motor vehicle has an internal combustion engine (4), at least one first electric motor (16), at least a first clutch arrangement (6), at least one gear assembly (8), a storage arrangement and at least one auxiliary unit, such as an air conditioning compressor. The internal combustion engine (4) is connected drivingly to a first drive axle (14) via the clutch arrangement (6) and the gear assembly (8), and the first electric motor (16) is connected drivingly to a second drive axle (22) and to the storage arrangement and/or the auxiliary unit. The first electric motor (16) has a rotor shaft (36) with a first end (34) drivingly connected to the second drive axle (22) by a first switching unit (18) and a second end (38) drivingly connected to a crankshaft (28) of the internal combustion engine (4) by a second switching unit (24).

A transmission of a vehicle is provided. The transmission includes: a first input shaft receiving engine power; a second input shaft receiving motor power; an output shaft; a first stage driving gear at the first input shaft; a second stage driving gear at the second input shaft; a third stage driving gear at the second input shaft; a first synchronizing unit connecting one of the second input shaft and the first stage driving gear to the first input shaft; a second synchronizing unit connecting the second input shaft to the third stage driving gear; first and third stage driven gears engaged with the first and third stage driving gears to form shift ratios of first and third stages; and a second stage driven gear through a one-way clutch while being engaged with the second stage driving gear to form a shift ratio of second state.

A motor unit includes a motor including a shaft to rotate about a motor axis, and a stator, a reduction gear, and a housing including a housing space that includes a motor chamber to house the motor and a gear chamber to house the reduction gear. The housing includes a partition to divide the motor chamber and the gear chamber. The shaft includes a first shaft portion, a connecting shaft portion, and a second shaft portion arranged coaxially with one another, and a separating mechanism between the connecting shaft portion and the second shaft portion. The first shaft portion includes a first end portion extending through an insert hole defined in the partition from a side on which the motor chamber lies. The connecting shaft portion includes a second end portion coupled to the first end portion, a third end portion located on a side opposite to the second end portion, and a connection flange portion extending radially outward at the third end portion. The second shaft portion includes a fourth end portion on a side closer to the third end portion of the connecting shaft portion. The separating mechanism selectively separates the connection flange portion and the fourth end portion from each other.

A method controls a hybrid transmission for a motor vehicle that can operate according to at least two kinematic modes involving various connections of at least one internal combustion engine, at least one electric motor, and at least two drive wheels. The method includes controlling the transition between kinematic modes in accordance with the current kinematic mode during the start of the transition and a kinematic mode setting, if it is determined that the current kinematic mode is not equal to the kinematic mode of the transition and that the kinematic mode setting is not equal to the final kinematic mode, making a decision regarding the suitability of a transition interruption, during a change of request of the driver during which it is determined whether an interruption of the action is underway, and then continuing the transition or undertaking a new transition according to the result.

The present disclosure discloses a power drive system and a vehicle, the power drive system including: an engine; a transmission having a transmission power output portion; a first electric generator, the engine and the first electric generator being connected through the transmission by means of power coupling; and a differential having a differential power input portion and two differential power output portions, the differential power input portion being linked with the transmission power output portion, each of the differential power output portions being connected with a wheel on the same side, and a power engagement device being provided between one of the differential power output portions and the wheel on the same side.