An actuator assembly for actuating two switching units in the driveline of a motor vehicle comprises a housing; an actuator drive; a switching rod arranged in the housing and axially movable by the actuator drive in three positions; a first switching element and a second switching element axially movably arranged on the switching rod; a spring element which biases the first switching element against a first shaft stop and the second switching element against a second shaft stop; a first housing stop against which the first switching element can be axially supported; and a second housing stop against which the second switching element can be axially supported. A transmission assembly can include such an actuator assembly.

A drive system for a vehicle includes a first planetary device, a second planetary device directly coupled to the first planetary device, a first electromagnetic device at least selectively coupled to the first planetary device and including a first shaft, a second electromagnetic device directly coupled to the second planetary device and including a second shaft, and an output shaft coupled to the first planetary device. The first shaft and the second shaft are radially aligned with the first planetary device and the second planetary device. The output shaft is radially aligned with the first planetary device and the second planetary device.

A drive system for a vehicle includes a first planetary device, a second planetary device directly coupled to the first planetary device, a first electromagnetic device at least selectively coupled to the first planetary device and including a first shaft, a second electromagnetic device directly coupled to the second planetary device and including a second shaft, and an output shaft coupled to the first planetary device. The first shaft and the second shaft are radially aligned with the first planetary device and the second planetary device. The output shaft is radially aligned with the first planetary device and the second planetary device.

A method is provided for controlling an air conditioning compressor in a hybrid powertrain of a motor vehicle. The hybrid powertrain includes an internal combustion engine, a first electric machine, and a second electric machine The electric machines and the internal combustion engine are selectively connected to the air conditioning compressor so as to function as a drive of the air conditioning compressor. At least one of the first electric machine, the second electric machine, or the internal combustion engine is selected as the drive is selected based on a selection by an occupant of the motor vehicle. The selected drive is actuated to drive the air conditioning compressor.

A powertrain comprising a transmission (2), a first electric motor (4a) and a second electric motor (4b), the transmission having an input shaft (1) to which a source of mechanical power may be connected, 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), 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), 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), 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).

A powertrain comprising a transmission (2), a first electric motor (4a) and a second electric motor (4b), the transmission having an input shaft (1) to which a source of mechanical power may be connected, 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), 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), 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), 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).

A hybrid system for drones and other modes of transport. A combustion engine provides range and/or lifting capacity for drones while electric motors/generators provide both control and maneuverability. One or more combustion engines, in conjunction with one or more electric motors/generators form a propulsion system whereby each is connected to and drives its own driving pinion in one or more planetary gear sets, and provide continuously variable transmission for driving propellers or driveshafts. The combustion engine may be connected directly to one of the planetary gear's driving pinions, or can drive one of the planetary gear's driving pinions. If the propellers are only driven by either a combustion engine, or an electric motor/generator, the other engine/motor will be kept at rest by a braking device for a combustion engine or a braking device for an electric motor/generator.

To provide a drive system for a hybrid vehicle capable of suppressing energy loss by slip control at a start of an internal combustion engine during electric vehicle (EV) travel, a power transmission system for the hybrid vehicle is configured to couple an internal combustion engine, an electric motor, and a transmission by planetary gear mechanisms, has a brake that engages and disengages the internal combustion engine with and from a case, engages the brake during EV travel in which only the electric motor is used as a drive source, and is configured to start the internal combustion engine by disengaging the brake at the time of switching from the EV travel to hybrid vehicle (HEV) travel in which the internal combustion engine and the electric motor are used as drive sources.

To provide a drive system for a hybrid vehicle capable of suppressing energy loss by slip control at a start of an internal combustion engine during electric vehicle (EV) travel, a power transmission system for the hybrid vehicle is configured to couple an internal combustion engine, an electric motor, and a transmission by planetary gear mechanisms, has a brake that engages and disengages the internal combustion engine with and from a case, engages the brake during EV travel in which only the electric motor is used as a drive source, and is configured to start the internal combustion engine by disengaging the brake at the time of switching from the EV travel to hybrid vehicle (HEV) travel in which the internal combustion engine and the electric motor are used as drive sources.

This disclosure details cooling systems for cooling electric components, such as electric machines, within electrified vehicles. Exemplary cooling systems may include a spray bar positioned relative to a rear face of a stator of the electric machine. In some embodiments, the spray bar may be positioned axially between the rear face of the stator and a torque converter housing. One or more nozzles of the spray bar are configured to direct a coolant between adjacent back irons of the stator, onto end windings of the stator, or both. Actively cooling the stator allows the electric machine to operate at higher torques and speeds, thereby increasing performance.