An electromechanical machine that uses electrical power to provide electromechanically-balanced motive torque to one or more mechanical loads, or that uses electromechanically-balanced mechanical power from one or more sources of motive torque to supply electrical power to one or more loads, while seamlessly reconciling the speed and torque differences between such loads-and-sources by use of speed-torque modules and a control means.

A control apparatus for a vehicle that includes an engine, an electric motor, a clutch for separating connection between the engine and the electric motor, and a fluid-type transmission device including a lockup clutch and transmitting drive powers of the engine and the electric motor to drive wheels. The control apparatus includes (a) a portion configured, during motor running of the vehicle with the clutch being released, to calculate a predicted value of a rotational speed of the electric motor, depending on an operation state of the lockup clutch; (b) a portion configured to calculate a predicted value of an outputtable maximum torque of the electric motor, by using the predicted value of the rotational speed of the electric motor; (c) a portion configured to determine whether start of the engine is requested or not, by using the predicted value of the outputtable maximum torque of the electric motor.

The disclosure provides a control device for a hybrid vehicle, which can prevent overcharging the battery and effectively utilize the power generated by an electric motor operating as a generator to avoid useless wasted power. The hybrid vehicle includes an engine, an electric motor, a battery, an engine rotational speed sensor, a battery temperature sensor, and a fuel cutting part that stops the operation of the engine according to a specified operating condition. In the state where the operation of the engine is stopped by the fuel cutting part, the control device operates the electric motor as a generator when the rotational speed of the engine is equal to or below a specified value and the battery is chargeable in terms of temperature, and drives a heater with the power generated by the electric motor operating as a generator when the battery is unchargeable in terms of remaining capacity.

A dual-clutch transmission includes two clutches for respectively connecting an input shaft in a rotationally fixed manner to a sub-transmission input shaft. Two layshafts each have one output gear arranged coaxially with respect thereto. A first, second, and third forward idler gear are each arranged coaxially with respect to the one layshaft. A fourth and fifth forward idler gear are each arranged coaxially with respect to the other layshaft. One of the output gears is a larger output gear having a greater diameter or a greater number of teeth than the other, smaller output gear. The first forward idler gear forms a second gear stage, the second forward idler gear forms a third gear stage, etc. The gear stages have a decreasing transmission ratio in the order stated.

A 6-speed planetary transmission for a motor vehicle has an input shaft, an output shaft, a first planetary gear set, a second planetary gear set and a third planetary gear set. The input shaft can be coupled to the first planetary carrier or to the first ring gear via a first shifting element. The first sun gear can be coupled to a gearbox housing via a second shifting element. The first planetary carrier can be coupled to the first ring gear via a third shifting element. The second ring gear or the second planetary carrier can be coupled to the gearbox housing via a fourth shifting element. In addition, the first ring gear or the first planetary carrier, the second sun gear and the third sun gear are connected for conjoint rotation. In addition, the output shaft is connected for conjoint rotation to the second planetary carrier or the second ring gear.

A hybrid powertrain for a vehicle may include a first input shaft selectively connectable to an engine through a first clutch; a second input shaft selectively connectable to the engine through a second clutch and mounted to be coaxial with the first input shaft; a motor input shaft mounted to be coaxial with the first input shaft and to which a motor is connected; a first output shaft and a second output shaft each mounted in parallel to the first input shaft and the second input shaft; a center synchronizing unit mounted between the first input shaft and the motor input shaft and configured to interrupt a connection between the first input shaft and the motor input shaft; a plurality of pairs of circumscription gears configured to form a series of shift ratios used for driving of the vehicle; and a variable transmission mechanism.

A transmission device for a power system, comprising a first electric motor (EM1), a second electric motor (EM2), a single planetary gear train (PG), and a reduction gear transmission mechanism. The transmission device is provided with a brake (B1) and two clutches (C1, C2) and is capable of achieving the electric motor driving mode of two gears and satisfying low-speed high-torque and high-speed usage requirements of electric motor driving. During hybrid power driving, an input power splitting and fixed speed ratio mode is adopted to achieve high-efficient operation of the power system. By removing components such as clutches connected to an engine, the transmission device can also be used as a dual-motor two-gear electric motor drive transmission.

A system includes a planetary gear assembly having a ring gear, a plurality of planet gears coupled to a carrier, and a sun gear coupled to a main shaft. The system further includes a driven gear coupled to the carrier, a countershaft gear coupled to the driven gear, a motor/generator coupled to the main shaft, and an actuator structured to change a coupling of the ring gear based on a position of the actuator.

A hybrid powertrain for a vehicle includes a first input shaft connected to an engine, a second input shaft connected to the engine and coaxially mounted with the first input shaft, a motor input shaft coaxially mounted with the first input shaft and connected to a motor, first and second output shafts mounted in parallel to the first input shaft and the second input shaft, first and second drive gears connected to the motor input shaft, a first driven gear engaged with the first drive gear, a second driven gear engaged with the second drive gear, a complex synchronizer to couple and separate the first input shaft and the motor input shaft and to couple and separate the first drive gear and the motor input shaft, a third clutch to couple and separate the second drive gear and the motor input shaft, and a plurality of external gear pairs configured to respectively define different gear ratios.

A vehicle powertrain component includes a thermal transfer surface that transfers thermal energy out of a powertrain component and a thermally active material disposed over the thermal transfer surface. The thermally active material includes a variable thermal conductivity and an actuator coupled to the thermally active material induces changes in the thermal conductivity of the thermally active material. A controller governs operation of the actuator to adjust the thermal conductivity of the thermally active material responsive to a vehicle operating condition to maintain the powertrain component within a predefined temperature range.