A transmission assembly may include a first transmission input shaft and a second transmission input shaft. The first transmission input shaft and the second transmission input shaft are torque-transmittingly coupled to a first planetary transmission. A transmission output shaft of the transmission assembly is also torque-transmittingly coupled to a second planetary transmission. In the power flow, a first spur gear is arranged between the first planetary transmission and the second planetary transmission. In addition, a drive unit for driving a first vehicle axle is proposed, which has a transmission assembly of this type.

A transmission assembly may include a first transmission input shaft and a second transmission input shaft. The first transmission input shaft and the second transmission input shaft are torque-transmittingly coupled to a first planetary transmission. A transmission output shaft of the transmission assembly is also torque-transmittingly coupled to a second planetary transmission. In the power flow, a first spur gear is arranged between the first planetary transmission and the second planetary transmission. In addition, a drive unit for driving a first vehicle axle is proposed, which has a transmission assembly of this type.

A vehicle drive device includes a first drive unit that drives first wheels; a second drive unit that drives second wheels; and a control device. When the state of charge of an electrical storage device is less than a first threshold value and a vehicle speed is less than a second threshold value, the control device performs control such that when the vehicle speed is greater than or equal to zero and required drive power is greater than or equal to zero, the operating mode of the first drive unit is set to a second mode to output the required drive power from the second drive unit, and when the vehicle speed is greater than zero and the required drive power is less than zero, the operating mode of the first drive unit is set to a first mode so the first drive power source can generate electric power.

When it is determined that predicted required drive power (Tf) which is drive power predicted to be required for a vehicle is greater than a first threshold value (TH1) set within a range of drive power that can be outputted in a second mode, or when actual required drive power (Ta) is greater than the first threshold value (TH1), a control device (10) sets an operating mode to a first mode in which a first engagement device (CL1) is brought into an engaged state and a second engagement device (CL2) is brought into a disengaged state, to control a rotating electrical machine (MG1) and an internal combustion engine (EG) to output the actual required drive power (Ta). In other cases, the control device (10) sets the operating mode to the second mode in which the first engagement device (CLl) is brought into a disengaged state and the second engagement device (CL2) is brought into an engaged state, to control the rotating electrical machine (MGl) to output the actual required drive power (Ta).

The present invention provides a hybrid powertrain comprising an internal combustion engine (ICE), a transmission (2), a first electric motor (4a) and a second electric motor (4b), wherein the transmission comprises an input shaft (1) to which the ICE is connected via a main clutch (3), an output shaft (6) and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft (1) to the output shaft (6), the first electric motor (4a) is connected to the input shaft (1) via a first gear (i.sub.x), such that torque and rotation may be transferred between the first electric motor and the input shaft, and the second electric motor (4b) is connected to the input shaft (1) via a first clutch (5a) and the first gear (i.sub.x), such that torque and rotation may be transferred between the second electric motor (4b) and the input shaft (1), and connected to the output shaft (6) via a second clutch (5b) and a second gear (i.sub.y), such that torque and rotation may be transferred between the second electric motor (4b) and the output shaft (6), wherein the first electric motor (4a) is connected to the second electric motor (4b) via the first clutch (5a), and the first electric motor (4a), the second electric motor (4b), the first clutch (5a) and the second clutch (5b) form parts of a torque transfer path bypassing the at least two different gear ratios, the torque transfer path arranged to transfer torque from the input shaft (1) to the output shaft (6) during a gearshift.

The present invention provides a hybrid powertrain comprising an internal combustion engine (ICE), a transmission (2), a first electric motor (4a) and a second electric motor (4b), wherein the transmission comprises an input shaft (1) to which the ICE is connected via a main clutch (3), an output shaft (6) and a gear assembly providing at least two different gear ratios that may be selected for transfer of mechanical power from the input shaft (1) to the output shaft (6), the first electric motor (4a) is connected to the input shaft (1) via a first gear (i.sub.x), such that torque and rotation may be transferred between the first electric motor and the input shaft, and the second electric motor (4b) is connected to the input shaft (1) via a first clutch (5a) and the first gear (i.sub.x), such that torque and rotation may be transferred between the second electric motor (4b) and the input shaft (1), and connected to the output shaft (6) via a second clutch (5b) and a second gear (i.sub.y), such that torque and rotation may be transferred between the second electric motor (4b) and the output shaft (6), wherein the first electric motor (4a) is connected to the second electric motor (4b) via the first clutch (5a), and the first electric motor (4a), the second electric motor (4b), the first clutch (5a) and the second clutch (5b) form parts of a torque transfer path bypassing the at least two different gear ratios, the torque transfer path arranged to transfer torque from the input shaft (1) to the output shaft (6) during a gearshift.

A hybrid automated manual transmission includes an input shaft configured to be connected to a prime mover by an input clutch. At least one splitter gear connectable to the input shaft. A main shaft is concentric with the input shaft and includes at least two main shaft gears connectable to the main shaft. At least one countershaft includes at least one first driven gears drivingly engaged with the at least one splitter gear and at least two second driven gears drivingly engaged with the at least two main shaft gears. A motor generator is drivingly connected to the input shaft.

A hybrid automated manual transmission includes an input shaft configured to be connected to a prime mover by an input clutch. At least one splitter gear connectable to the input shaft. A main shaft is concentric with the input shaft and includes at least two main shaft gears connectable to the main shaft. At least one countershaft includes at least one first driven gears drivingly engaged with the at least one splitter gear and at least two second driven gears drivingly engaged with the at least two main shaft gears. A motor generator is drivingly connected to the input shaft.

The embodiments disclose a method including transferring kinetic energy from a kinetic energy source to a flywheel storage device system, transferring all or a portion of the kinetic energy stored to a continually variable transmission planetary gear system, integrating a multiple axis mechanism kinetic energy transference device to the continually variable transmission planetary gear system, integrating multiple speed governors in the multiple axis mechanism kinetic energy transference device, coupling a computer controlled module to each of the speed governors, processing operational data with the computer controlled modules to determine a measured most efficient use of the kinetic energy for each operation, transmitting the operation measured most efficient use amount of the kinetic energy from the computer controlled module to the corresponding speed governor, transferring the amount of the kinetic energy through gears and output shafts/drive shafts to serve operations and storing surplus kinetic energy not needed for operations in the flywheel storage system.

The embodiments disclose a method including transferring kinetic energy from a kinetic energy source to a flywheel storage device system, transferring all or a portion of the kinetic energy stored to a continually variable transmission planetary gear system, integrating a multiple axis mechanism kinetic energy transference device to the continually variable transmission planetary gear system, integrating multiple speed governors in the multiple axis mechanism kinetic energy transference device, coupling a computer controlled module to each of the speed governors, processing operational data with the computer controlled modules to determine a measured most efficient use of the kinetic energy for each operation, transmitting the operation measured most efficient use amount of the kinetic energy from the computer controlled module to the corresponding speed governor, transferring the amount of the kinetic energy through gears and output shafts/drive shafts to serve operations and storing surplus kinetic energy not needed for operations in the flywheel storage system.