A clutch device, comprising a first input side coupled to a first drive motor, a second input side coupled to a second drive motor, a first and second output side, wherein the first and second output sides can and the first and second input sides can be rotated about a common axis. The clutch device further includes a first clutch located between the first input side and the first output side, a second clutch located between the first input side and the second output side, and a third clutch located between the first input side and the second input side, wherein the third clutch is arranged offset relative to the first clutch.

Methods and systems are provided for operating a hybrid vehicle during launch conditions from rest. In one example, a threshold speed below which a clutch is closed during a vehicle launch is adjusted so that driver demand wheel torque is held constant for a constant accelerator pedal position until the clutch is closed.

An output torque control apparatus for hybrid vehicle is provided. The apparatus includes a motor controller that adjusts motor torque, an engine controller that adjusts engine torque, and a hybrid controller that operates the motor controller and the engine controller based on driving modes of a hybrid vehicle. The hybrid controller calculates transmission input torque corresponding to current request torque, confirms whether a current driving mode an EV mode or a HEV mode, calculates inertia compensation torque corresponding to the confirmed current driving mode, and calculates output torque based on the calculated inertia compensation torque and transmission input torque. Accordingly, at least one of the motor controller or the engine controller is operated based on the calculated output torque.

Methods and systems are provided for entering into a parked state in a hybrid electric vehicle that includes a dual clutch transmission. In one example, a driveline operating method comprises in response to a first condition, engaging a first gear and engaging a second gear of a dual clutch transmission in response to a request to enter a vehicle park state where an output of a transmission is held from rotating, and in response to a second condition, engaging a third gear and engaging a fourth gear of a dual clutch transmission in response to a request to enter a vehicle park state. In this way, a park state may be entered into without the use of a park pawl, which may reduce costs associated with the vehicle and which may prevent issues associated with degradation of the park pawl.

Systems and methods are shown for meeting wheel torque demand in a hybrid vehicle with an engine, a dual clutch transmission coupled to a driveline of the vehicle downstream of the engine, and an electric machine coupled to the driveline downstream of the dual clutch transmission. In one example, a method includes transferring transmission input torque through a clutch of the dual clutch transmission controlled to a first capacity, and, in response to a desired transmission input torque exceeding the capacity, increasing torque output of the electric machine coupled downstream of the dual clutch transmission to assist in meeting a wheel torque demand. In this way, a driver-requested increase in acceleration may be met under conditions where transmission input torque is limited by clutch capacity.

A drive arrangement for a motor vehicle comprises an electric driving engine, an internal combustion engine, and a shift transmission having several gears and a multiple clutch. A first transmission element of the shift transmission is coupled in a torque-tight manner to a first rotational part of the multiple clutch and a second transmission element of shift transmission is coupled in a torque-tight manner to a second rotational part of the multiple clutch. A rotor of the electric driving engine is coupled in a torque-tight manner to a third rotational part of the multiple clutch, wherein the internal combustion engine is coupled in a torque-tight manner to a third transmission element of the shift transmission.

A clutch control method for a hybrid vehicle with a DCT is provided. The method includes determining an energy-saving possible period based on a selection state of shifting ranges, operation states of an accelerator pedal and a brake pedal, and the gradient of a road on which the vehicle is driven. An operation current is set for maintaining a clutch, which is configured to engage the first gear, engaged as 0 A in response to determining that a current state of the vehicle is in the energy-saving possible period.

A hybrid module for a drive train of a motor vehicle includes a housing, an electric machine disposed within the housing. The electric machine having a stator and a rotor arranged radially within the stator. The hybrid module having at least one hydraulically cooled friction clutch arranged radially within the rotor. A cooling device is provided that is configured to cool a plurality of friction surfaces of the at least one friction clutch and which has an annular collecting region coupled to the rotor for conjoint rotation therewith and entraining a hydraulic medium during operation, as well as a scoop section, which is secured to the housing and projects into the collecting region and via which the hydraulic medium is fed to a retaining chamber during operation.

A double clutch apparatus for a hybrid electric vehicle for transmitting torques of an engine and a motor to first and second input shafts includes two clutches formed in a volume between the rotor and the two coaxial input shafts, two slave cylinders operating the two clutches, an engine clutch shaft coaxially disposed between the two input shafts and an engine output shaft and connected to the rotor, an engine clutch disposed between the engine output shaft and the engine clutch shaft, and a third slave cylinder operating the engine clutch.

A drive assembly is provided with an automatic transmission, comprising a first input shaft, a first power source is connected to the first input shaft, an output shaft, and an intermediate shaft; a first stage of deceleration gear train is mounted through the first input shaft and the intermediate shaft, an Nth stage of deceleration gear train is mounted through the intermediate shaft and the output shaft, and N2; and a second input shaft is provided parallel to the intermediate shaft or the output shaft, a second power source is connected to the second input shaft, a driving gear on the second input shaft is engaged with any the second stage to the Nth stage, and the power of the second power source is transmitted to the output shaft via the one stage of deceleration gear train.