A hybrid transmission device (3) with a first transmission input shaft (7), a second transmission input shaft (9) mounted on the first transmission input shaft, at least one electric motor (EM1, EM2), and a clutch (K2) for connecting the second transmission input shaft (9) to an internal combustion engine (2). A connecting clutch (K3) is configured for forming a rotationally fixed connection of the first transmission input shaft (7) and the second transmission input shaft (9).

Provided is a power drive system for a hybrid power vehicle, including an engine, a hybrid power module, and a dual input shaft speed change mechanism, wherein the hybrid power module consists of a motor, a composite planetary gear mechanism, a clutch, and a brake; the composite planetary gear mechanism is provided with at least four rotating shafts which are respectively connected to a rotor of the motor, a power output shaft of the engine, and a first input shaft and a second input shaft of the dual input shaft speed change mechanism; the brake is disposed on the power output shaft of the engine; and the clutch is disposed between any two of the four rotating shafts of the composite planetary gear mechanism.

Provided is a power drive system for a hybrid power vehicle, including an engine, a hybrid power module, and a dual input shaft speed change mechanism, wherein the hybrid power module consists of a motor, a composite planetary gear mechanism, a clutch, and a brake; the composite planetary gear mechanism is provided with at least four rotating shafts which are respectively connected to a rotor of the motor, a power output shaft of the engine, and a first input shaft and a second input shaft of the dual input shaft speed change mechanism; the brake is disposed on the power output shaft of the engine; and the clutch is disposed between any two of the four rotating shafts of the composite planetary gear mechanism.

A hybrid transmission (10) for a motor vehicle with an internal combustion engine (VM) and an electric prime mover (EM1) is provided. The hybrid transmission (10) includes a first transmission input shaft (14) for a first sub-transmission, a second transmission input shaft (16) for a second sub-transmission, at least one countershaft (18), multiple gear change devices (A-F) for engaging gear steps (E1, E2, 1, 2, 3, 4), and idler gears and fixed gears arranged in multiple gear set planes for forming the gear steps. A portion of the gear steps are engageable for the internal combustion engine, and a portion of the gear steps are engageable for the electric prime mover. At least one of the gear steps is engageable for the internal combustion engine and for the electric prime mover regardless of the gear step engaged for the particular other machine.

A control unit is provided for a hybrid drive that includes an internal combustion engine and an electric machine. The control unit is configured to cause one or more drag torque reduction measures of the internal combustion engine to be terminated in preparation for firing the internal combustion engine. In addition, the control unit is configured to cause the electric machine to at least partly compensate for an increase in the drag torque of the internal combustion engine caused by the termination of the one or more drag torque reduction measures.

Provided is a dual clutch transmission for an internal combustion engine including a motor generator unit, MGU (M), for providing electric or hybrid driving capability wherein the MGU (M) is selectively connectable to a (one) transmission input shaft, or transmission output shaft or to neither shaft.

Provided is a dual clutch transmission for an internal combustion engine including a motor generator unit, MGU (M), for providing electric or hybrid driving capability wherein the MGU (M) is selectively connectable to a (one) transmission input shaft, or transmission output shaft or to neither shaft.

A hybrid drive transmission unit for a vehicle with an internal combustion engine and an electric motor for the drive part, includes a power-split transmission with sub-transmissions and a torsion-damping unit with a gyrating mass interconnected between the internal combustion engine and the power-split transmission. A clutch is interconnected between the internal combustion engine and the torsion-damping unit, by which the internal combustion engine can be activated, switching from the electromotive operating mode.

A method to control the execution of a shift to a lower gear with a released accelerator pedal in a drivetrain provided with a dual-clutch, servo-assisted transmission; the following steps are provided: opening, in a first instant, an outgoing clutch; closing, in the first instant, an incoming clutch; completing the opening of the outgoing clutch with a first linear ramp in a second instant; synchronizing, between the second instant and a third instant, a rotation speed of the internal combustion engine with a rotation speed of the incoming clutch; closing of the incoming clutch with a second linear ramp starting from a fourth instant, which is prior to or coincides with the second instant; completing the closing of the incoming clutch in a fifth instant, which coincides with or is subsequent to the second instant; and activating the internal combustion engine so as to generate a torque between the fourth instant and the third instant.

A method to control the execution of a shift to a lower gear with a released accelerator pedal in a drivetrain provided with a dual-clutch, servo-assisted transmission; the following steps are provided: opening, in a first instant, an outgoing clutch; closing, in the first instant, an incoming clutch; completing the opening of the outgoing clutch with a first linear ramp in a second instant; synchronizing, between the second instant and a third instant, a rotation speed of the internal combustion engine with a rotation speed of the incoming clutch; closing of the incoming clutch with a second linear ramp starting from a fourth instant, which is prior to or coincides with the second instant; completing the closing of the incoming clutch in a fifth instant, which coincides with or is subsequent to the second instant; and activating the internal combustion engine so as to generate a torque between the fourth instant and the third instant.