A hybrid transmission arrangement for a motor vehicle (30) includes a first transmission group (12), a second transmission group (18), a third planetary gear set (PS3), and a first electric machine (EM1). The first transmission group (12) includes a first input (14), a first output (16), and a first planetary gear set (PS1). The first input (14) is connectable to an internal combustion engine (VM). The second transmission group (18) includes a second input (20), a second output (22), and a second planetary gear set (PS2). The second input (20) is connected to the first output (16) of the first transmission group (12). The third planetary gear set (PS3) includes a first element (S3;H3.sup.I), a second element (H3;S3.sup.I), and a third element (P3;P3.sup.I). The third planetary gear set (PS3) is interlockable using a first shift element (E) and arranged coaxially to a first axis (A1). The first element (S3;H3.sup.I) is connected to the first electric machine. The second element (H3;S3.sup.I) is connected to the second output (22). The third element (P3;P3.sup.I) is connected to a drive output (Ab) of the hybrid transmission arrangement (10).

A hybrid transmission arrangement for a motor vehicle (30) includes a first transmission group (12), a second transmission group (18), a third planetary gear set (PS3), and a first electric machine (EM1). The first transmission group (12) includes a first input (14), a first output (16), and a first planetary gear set (PS1). The first input (14) is connectable to an internal combustion engine (VM). The second transmission group (18) includes a second input (20), a second output (22), and a second planetary gear set (PS2). The second input (20) is connected to the first output (16) of the first transmission group (12). The third planetary gear set (PS3) includes a first element (S3;H3.sup.I), a second element (H3;S3.sup.I), and a third element (P3;P3.sup.I). The third planetary gear set (PS3) is interlockable using a first shift element (E) and arranged coaxially to a first axis (A1). The first element (S3;H3.sup.I) is connected to the first electric machine. The second element (H3;S3.sup.I) is connected to the second output (22). The third element (P3;P3.sup.I) is connected to a drive output (Ab) of the hybrid transmission arrangement (10).

The present disclosure discloses a transmission device of a hybrid vehicle. The transmission device includes an input shaft assembly, a power generation motor input shaft assembly, a driving motor input shaft assembly, an output shaft assembly, a clutch, an accelerating planetary gear train, a decelerating planetary gear train, and a parking mechanism. The input shaft assembly is located at a front end of the transmission device. The power generation motor input shaft assembly is located between the accelerating planetary gear train and the driving motor input shaft assembly. The driving motor input shaft assembly is located between the power generation motor input shaft assembly and the decelerating planetary gear train. The output shaft assembly is located at a tail end of the transmission device. The clutch is located between a power generation motor and a driving motor.

The present disclosure discloses a transmission device of a hybrid vehicle. The transmission device includes an input shaft assembly, a power generation motor input shaft assembly, a driving motor input shaft assembly, an output shaft assembly, a clutch, an accelerating planetary gear train, a decelerating planetary gear train, and a parking mechanism. The input shaft assembly is located at a front end of the transmission device. The power generation motor input shaft assembly is located between the accelerating planetary gear train and the driving motor input shaft assembly. The driving motor input shaft assembly is located between the power generation motor input shaft assembly and the decelerating planetary gear train. The output shaft assembly is located at a tail end of the transmission device. The clutch is located between a power generation motor and a driving motor.

A shift control method for an automated manual transmission (AMT) of a vehicle includes: when a shift operation is started, a torque of the second motor is increased so that a change in an output torque of the output shaft due to a change in a torque of the first motor is minimized while the torque of the first motor is being decreased. According to the shift control method, the increased torque of the second motor is maintained to be constant while controlling transmission release, speed synchronization, and transmission coupling. After the control over the transmission coupling is completed, the torque of the second motor is controlled so that the output torque of the output shaft follows a predetermined target torque while the torque of the first motor is controlled to be increased.

A shift control method for an automated manual transmission (AMT) of a vehicle includes: when a shift operation is started, a torque of the second motor is increased so that a change in an output torque of the output shaft due to a change in a torque of the first motor is minimized while the torque of the first motor is being decreased. According to the shift control method, the increased torque of the second motor is maintained to be constant while controlling transmission release, speed synchronization, and transmission coupling. After the control over the transmission coupling is completed, the torque of the second motor is controlled so that the output torque of the output shaft follows a predetermined target torque while the torque of the first motor is controlled to be increased.

In a vehicle drive device, a second power source is connected to a first rotating element of a differential mechanism, and the other output shaft of a first output shaft and a second output shaft is connected to a third rotating element so as to be disconnectable and connectable by a disconnection-connection mechanism. A control device places the disconnection-connection mechanism in a disconnected state. When a second traveling mode in which the third rotating element is fixed to a fixing member through engagement of an engaging element is switched to a first traveling mode in which the disconnection-connection mechanism is placed in a connected state, the control device disengages the engaging element, executes synchronous control in which rotational speeds of the other output shaft and the third rotating element are synchronized by a second power source, and switches the disconnection-connection mechanism from the disconnected state to the connected state.

In an embodiment, a central repository of rights may be implemented, and accessing entities (e.g. clients) and entities for which access is controlled (e.g. files, servers, etc.) may rely on the central repository. The rights may vary on a client-by-client basis. In an embodiment, the rights may be managed as a value that is interpreted by the access-controlled entity. Accordingly, the definition of access rights may vary based on the entity. In an embodiment, visibility to the access rights may be limited. For example, the central repository may provide a handle that is associated with the access rights, but the access rights themselves may not be provided. When an accessing entity attempts to access the access-controlled entity, the handle may be used to identify the access rights. The handle may be presented to the central repository by the access-controlled entity to confirm access rights.

A drive system for a hybrid motor vehicle includes an internal combustion engine, a first electric machine and a second electric machine. A rotor shaft of the first electric machine is rotationally coupled to an output shaft of the internal combustion engine and is arranged coaxially to said output shaft. A rotor shaft of the second electric machine is arranged coaxially to the output shaft and can be uncoupled from the rotor shaft of the first electric machine via a clutch. At least one differential transmission has at least two outputs. The output shaft is connected to the rotor shaft of the first electric machine via a fixed transmission stage, and the rotor shaft of the second electric machine is coupled to an input of the at least one differential transmission via a two-speed transmission device.

A drive system for a hybrid motor vehicle includes an internal combustion engine, a first electric machine and a second electric machine. A rotor shaft of the first electric machine is rotationally coupled to an output shaft of the internal combustion engine and is arranged coaxially to said output shaft. A rotor shaft of the second electric machine is arranged coaxially to the output shaft and can be uncoupled from the rotor shaft of the first electric machine via a clutch. At least one differential transmission has at least two outputs. The output shaft is connected to the rotor shaft of the first electric machine via a fixed transmission stage, and the rotor shaft of the second electric machine is coupled to an input of the at least one differential transmission via a two-speed transmission device.