A transmission (G) for a motor vehicle includes an electric machine (EM), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2), and at least four shift elements (A, B, C, D). Different gears are selectable by selectively actuating the at least four shift elements (A, B, C, D) and, in addition, in interaction with the electric machine (EM), different operating modes are implementable.

A transmission (G) for a motor vehicle includes an electric machine (EM), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2), and at least four shift elements (A, B, C′, D). Different gears are selectable by selectively actuating the at least four shift elements (A, B, C′, D) and, in addition, in interaction with the electric machine (EM), different operating modes are implementable.

A transmission unit for a hybrid motor vehicle, includes an input shaft that can be connected to an internal combustion engine, a planetary gearing, which can be coupled to the input shaft, the planetary gearing having a first planetary wheel set and a second planetary wheel set, a first electric machine the rotor of which is rotationally fixedly coupled to the input shaft, a second electric machine which is coupled with a component part of the planetary gearing, and no more than four switching devices, each of which forms a brake or a clutch, and each can be moved between an activated position and a deactivated position. The switching devices are used for switching various transmission ratios acting between the input shaft and an output shaft and/or between the second electric machine and the output shaft. The no more than four switching devices are configured to implement four different transmission ratios in a drive state of the internal combustion engine, and two different transmission ratios in a drive state of the second electric machine, thereby implementing a serial operation as a result of their activated and deactivated positions. The invention disclosure also relates to a motor vehicle comprising said transmission unit.

An example system includes a motive application having a prime mover, a load, a driveline, and a motor/generator that couples to the driveline. The system includes a number of batteries, and a battery assembly that electrically couples the batteries to the motor/generator. The battery assembly includes a power interface positioned at a first end of the battery assembly, the power interface including a low voltage coupling and a high voltage coupling, and a service electrically interposed between the batteries and the power interface. The service disconnect in a first position couples at least one of the batteries to the first low voltage coupling and couples the batteries to the second high voltage coupling. The service disconnect in a second position de-couples the batteries from the low voltage coupling and the high voltage coupling.

A transmission and a power system for use in a hybrid vehicle. A first ring gear or a first planetary frame is drivingly connected with an output gear of the transmission to serve as an output member, when either the first ring gear or the first planetary frame is drivingly connected with the output gear, the other one is connected with a casing of the transmission via a brake. A second clutch is configured as: when the brake is disengaged, the second clutch is engaged to make the rotational speed of the output member equal to the rotational speed of an input shaft. The transmission and the power system are structurally compact, work steadily, and effectively increase the acceleration performance of the hybrid vehicle.

A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake.

Since a supercharging pressure from a supercharger decreases when an actual rotation speed difference is equal to or less than a margin rotation speed difference, a response delay of an engine torque due to a response delay of the supercharging pressure in a high rotation curbing control unit can be appropriately curbed. A shortage of the engine torque with respect to a required engine torque due to a decrease in the supercharging pressure by a supercharging pressure decreasing unit is compensated for using an torque of a second rotary machine. Accordingly, it is possible to curb a decrease in power performance due to a decrease in the supercharging pressure and to prevent an engine rotation speed from falling into a high-rotation state in which the engine rotation speed exceeds a maximum rotation speed.

A temperature estimation device for friction engaging elements including an execution device and a storage device is provided. The storage device stores mapping data that defines mapping. The mapping includes, as an input variable, a heat amount variable that is a variable indicating an amount of heat generated by the friction engaging elements during the shifting of the transmission and a shifting variable indicating the friction engaging elements to be engaged at the time of the shifting of the transmission, and, as an output variable, the temperature. The execution device executes an acquisition process of acquiring a value of the input variable and a calculation process of inputting the value of the input variable acquired by the acquisition process into the mapping to calculate a value of the output variable.

A power transmission system for a hybrid vehicle includes planetary gear mechanisms that couple an internal combustion engine, an electric motor, and a transmission, and has a brake that engages and disengages the internal combustion engine with and from a housing. The planetary gear mechanisms have a first rotary element, a second rotary element, a third rotary element, and a fourth rotary element. Any one of the internal combustion engine, the electric motor, and the transmission is connected to a respective one of the first rotary element, the second rotary element, and the third rotary element. The fourth rotary element is configured as an inertial member for suppressing transmission of a torque fluctuation of the internal combustion engine to the transmission side.

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.