A transfer is located on an axial first side that is one side in axial direction relative to a transmission, and a rotating electric machine is located coaxially with a transmission output member, between the transmission and the transfer in the axial direction.

A driving assistance apparatus includes a clutch provided between a drive source and a transmission, a clutch operator with which a driver who drives a vehicle disengages the clutch, a clutch operation detector that detects that the clutch is disengaged, a shift operator with which the driver sets the transmission at least to a neutral position, a shift position detector that detects that the transmission is in the neutral position, a low-speed motor, and a controller that controls a drive force of the low-speed motor. The controller includes a driving mode setter that sets a driving mode of the vehicle to a motor driving mode when the clutch is detected to be disengaged or the transmission is detected to be in the neutral position. The controller stops the drive source and starts the low-speed motor when the driving mode is set to the motor driving mode.

A power-split axle drive for an agricultural vehicle including a first additional drive element, a first vehicle axle, a second vehicle axle, and a primary drive element for providing a torque which via a first shaft is able to be transmitted to a primary transmission. The primary transmission is connected to the second vehicle axle, and at least the second vehicle axle via the primary transmission is able to be driven by the torque of the primary drive element. The power-split axle drive includes a power-splitting transmission. The power-splitting transmission via a first gear set is connected to the second vehicle axle and the primary transmission and via a second shaft is connected to the first vehicle axle. The first additional drive element via a first switching element is able to be connected to the power-splitting transmission.

The disclosure relates to a drive device for a vehicle axle, especially a rear axle, of a two-track vehicle, wherein the vehicle axle includes an axle differential, which can be connected at the input end to a primary drive machine and at the output end to flange shafts arranged on either side with vehicle wheels of the vehicle axle, wherein the vehicle axle is associated with a shiftable superimposing gear, which can be shifted to a torque distribution mode by a torque distribution shift element, in which a drive torque generated by an additional drive machine in a first load path can be coupled to one of the flange shafts in order to change a torque distribution on the two vehicle wheels, and the drive torque generated by the additional drive machine can be coupled to the input side of the axle differential in a second load path.

A hybridised powertrain unit (1) for a motor vehicle is provided, with a first part-unit (3) having an electrical machine (2) and with a second part-unit (6) having an internal combustion engine (4) and a powershift transmission (5) connected downstream of the internal combustion engine (4), wherein the two part-units (3, 6) are coupled on the output side to an output drive (10) via a joint planetary gearbox (7), the ring gear (8) of which is connected to a transmission output (9) of the powershift transmission (5). A method for operating this powertrain unit (1) is also provided.

In a vehicle drive device, a second power source is connected to a first rotating element of a differential mechanism. 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 a first 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 first engaging element, executes synchronous control in which rotational speeds of the other output shaft and the third rotating element are synchronized by a second engaging element, and switches the disconnection-connection mechanism from the disconnected state to the connected state.

A friction clutch includes a reference plane aligned perpendicular to a rotational axis, a first clutch component, and a second clutch component. The first clutch component has a first friction element, a first support part that receives the first friction element, a leaf spring unit including a leaf spring that rotationally fixes the second support part to the first support part. The second clutch component has a second friction element. The first friction element lies against the second friction element in a frictionally locking manner in a closed position, and is axially spaced from the second friction element in an open position. The leaf spring is designed and positioned relative to the reference plane in a set angle in the closed position such that an additional axial force is applied to the first friction element and the second friction element in a drive rotational direction of the first clutch component.

A vehicle control apparatus includes a controller that selects an electric vehicle (EV) mode where an output clutch is disengaged and a wheel is driven by a motor, or a hybrid electric vehicle (HEV) mode where the output clutch is engaged and the wheel is driven by an engine and the motor. The controller engages the output clutch during the EV mode to adjust a gear ratio of a continuously variable transmission, and switches, in accordance with a battery state, an adjustment mode for the gear ratio, during the EV mode, between a first adjustment mode that allows the gear ratio to be adjusted in accordance with a vehicle speed, and a second adjustment mode that allows the gear ratio to be adjusted to and kept at a reference gear ratio smaller than a lowest speed gear ratio regardless of the vehicle speed.

A vehicle control apparatus for a vehicle provided with an engine, a continuously variable transmission (CVT) coupled to an output shaft of the engine, a motor coupled to a wheel, and an output clutch that transmits power from an output shaft of the CVT and the motor to the wheel includes a controller that is able to switch and execute either of an EV mode that allows, upon disengagement of the output clutch, power outputted from the motor to drive the wheel, and an HEV mode that allows, upon engagement of the output clutch, power outputted from the engine and the motor to drive the wheel, and that, in an adjustment of a gear ratio of the CVT during the EV mode, engages the output clutch and adjusts the gear ratio of the CVT, and thereafter disengages the output clutch before the gear ratio reaches a target gear ratio.

A hybrid vehicle system includes an engine, a transmission mechanism, first and second clutch mechanisms, a motor generator, and a forward-reverse travel switching mechanism. The engine outputs torque. The transmission mechanism converts the torque at a predetermined transmission gear ratio. The first clutch mechanism allows and disallows power transmission between the transmission mechanism and a drive wheel. The motor generator is coupled to a power transmission path between the first clutch mechanism and the drive wheel. The second clutch mechanism allows and disallows power transmission between the motor generator and the drive wheel. The forward-reverse travel switching mechanism is coupled to a power transmission path between the engine and the transmission mechanism. The forward-reverse travel switching mechanism is coupled to a countershaft. The forward-reverse travel switching mechanism switches among a forward-travel direct coupling state, a reverse-travel direct coupling state, and a neutral state.