A transmission (G) for a motor vehicle includes a housing (GG), a gear set (RS) arranged within the housing (GG), an electric machine (EM), and a power electronics module (LE). The power electronics module (LE) includes a carrier element (S), a DC voltage terminal (DC), an inverter (INV), and an AC voltage terminal (AC). The housing (GG) includes, on an outer wall (GGA), a region (GGE) for accommodating the power electronics module (LE), which is closable with the carrier element (S) of the power electronics module (LE). The region (GGE) of the housing (GG) and an inner side (SI) of the carrier element (S) form a dry space (TR) for accommodating the inverter (INV), which is attached to the carrier element (S). The region (GGE) of the housing (GG) at least partially separates the gear set (RS) from the dry space (TR).

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that the average torque output by the engine is constant, to set the countertorque such that, as an engine speed of the engine becomes larger, the absolute value of the countertorque becomes larger.

Provided are a driving force control method and device for a hybrid vehicle, each capable of effectively absorbing torque fluctuation of an engine while suppressing deterioration in energy efficiency. The driving force control device for a hybrid vehicle comprises a PCM configured to: estimate an average torque output by an engine; estimate a torque fluctuation component of the torque output by the engine; set a countertorque for suppressing the estimated torque fluctuation component; and control an electric motor to output the set countertorque, wherein the PCM is operable, under a condition that the average torque output by the engine is constant, to set the countertorque such that, as an engine speed of the engine becomes larger, the absolute value of the countertorque becomes larger.

A device for driving a vehicle including an engine that serves as a power source of the vehicle, and a transmission that is connected to the engine, the engine and the transmission being arranged transversely such that an axial direction of an output shaft of the engine accords with a right-left direction of the vehicle includes a motor generator (MG) that serves as a power source of the vehicle, and a speed reducer that is connected to the MG. The MG and at least a part of the speed reducer are arranged outside of an engine compartment that accommodates the engine and the transmission. An output shaft of the speed reducer is connected to a power transmission system, which transmits power of an output shaft of the transmission to a drive shaft of a vehicle wheel to be capable of transmitting its power to the power transmission system.

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. To provide a compact configuration, the first electric motor and second electric motor are arranged in a longitudinal orientation with the drive shaft.

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. To provide a compact configuration, the first electric motor and second electric motor are arranged in a longitudinal orientation with the drive shaft.

A drivetrain architecture may include a first shaft for connection to a torque source, a first sun gear attached to the first shaft, a second sun gear attached to a second shaft, a first planet gear attached to a third shaft and in meshing engagement with the first sun gear, a second planet gear attached to the third shaft, a ring gear attached to a fourth shaft and in meshing engagement with the second planet gear, a planet carrier attached to a fifth shaft, the planet carrier supporting the third shaft, a sixth shaft for connection to a first motor generator, a seventh shaft for connection to a second motor generator, a first gear set connecting the second shaft and the sixth shaft, a second gear set connecting the fourth shaft and an eighth shaft and a third gear set connecting the fifth shaft and the seventh shaft.

A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

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. To provide a compact configuration, the first electric motor and second electric motor are arranged in a longitudinal orientation with the drive shaft.