A transmission has an input shaft, an output shaft coaxial to the input shaft, an intermediate shaft, a differential gear, and only one electric machine for driving a hybrid vehicle. The rotational axes of the input shaft, the intermediate shaft, the differential gear, and a rotor of the electric machine are axially parallel. The differential gear includes torque-transmitting interfaces to drive shafts connected to driving wheels of the hybrid vehicle. Torque is transmitted between the output shaft and the differential gear via the intermediate shaft. The rotor is permanently connected, via a constant gear ratio, to either the input shaft or a further shaft of the transmission. The rotational axis of the intermediate shaft is arranged spatially below a connection line between the rotational axes of the input shaft and the differential gear, and the rotational axis of the rotor is arranged spatially above the connection line.

A hybrid power transmission apparatus for a vehicle which changes and outputs torque of an engine and a first motor, includes an input shaft selectively input engine torque through an engine clutch, an output externally engages with a differential final reduction gear through an output gear to output shifted torque, a fixed shifting section including a plurality of external gear sets implementing an engine mode having multiple fixed shifting stages, and a mode shifting section including a planetary gear set having a first rotation element fixedly connected to the input shaft and a third rotation element that is externally gear-engaged with a first motor gear of the first motor via a first gear, and one external gear set configured for power connection between a second rotation element of the planetary gear set and the output shaft.

A hybrid power system is provided having a motor, a double clutch, and a transmission with three synchronous meshing mechanisms, the hybrid power system can, through a reasonable structural design, implement the same as or more than the number of gears and operating modes of hybrid power systems employing a single motor and a dedicated hybrid transmission in the prior art, while being simpler in structure, more compact in size, and less costly.

The present invention relates to a triple clutch device (2) for arrangement in a drivetrain of a motor vehicle having a double clutch device comprising a first disk clutch (40) for selective torque transmission between a first input-side disk carrier (52) and a first output-side disk carrier (54) and a second disk clutch (42) for selective torque transmission between a second input-side disk carrier (56), which is connected rotationally fixed to the first input-side disk carrier (52), and a second output-side disk carrier (58), and having a separating clutch device comprising a third disk clutch (44) for selective torque transmission between a third input-side disk carrier (60) and a third output-side disk carrier (62), wherein the first input-side disk carrier (52) is connected rotationally fixed to the third output-side disk carrier (62), and a first disk set (46) of the first disk clutch (40) and a third disk set (50) of the third disk clutch (44) are arranged nested in the radial directions (8, 10). The third disk set (50) is arranged within the first disk set (46) in the radial direction (10). The present invention additionally relates to a drivetrain of a motor vehicle comprising such a triple clutch device (2).

Disclosed is a power train including a drive shaft of a working machine, a drive machine and a differential gear with three drives or power take-offs, wherein one power take-off can be connected to the drive shaft, a first drive can be connected to the drive machine and a second drive can be connected to the differential gear. One drive can be connected simultaneously to the other drive or to the power take-off.

A hybrid power system and an operating method, a torque distribution method and a gear shifting control method of the same. A transmission of the hybrid power system employs two independent input shafts and two motors which are in transmission connection with the two input shafts respectively, and an engine is in transmission connection with one of the two motors via a clutch. In this way, in one aspect, a torque compensation can be constantly carried out in a gear shift process of the hybrid power system, thereby avoiding a torque interruption phenomenon for the hybrid power system in the gear shift process; in the other aspect, the hybrid power system can enable a serial mode in which one motor is driven by the engine to charge a battery while the other motor is driven to transmit torque to the transmission for driving.

A hybrid drivetrain for a hybrid powered vehicle, having an electric machine and a combustion engine, whose power output shaft acts in alternating manner either on a first input shaft or on a coaxial second input shaft of a dual clutch transmission across two separating clutches of a dual clutch, wherein a respective first and second subtransmission can be activated using the input shafts, and wherein fixed and idler gearwheels are arranged in wheel planes on the two input shafts and a common axially parallel driven shaft, said fixed and idler gears being combined into gear sets which form gear stages, in which the idler gearwheels can be coupled to the shafts by means of gear-shifting elements.

A vehicle includes: a low voltage battery constituted by a lithium-ion battery, the low voltage battery supplying an electric power to an electric component mounted to a vehicle; a high voltage battery constituted by a lithium-ion battery, the high voltage battery having an output voltage higher than an output voltage of the low voltage battery; a first rotating electrical machine that operates by an electric power supplied from the high voltage battery, the first rotating electrical machine generating a torque for driving the vehicle; and a second rotating electrical machine for starting the engine. The second rotating electrical machine operates by an electric power supplied from the high voltage battery.

A vehicle control apparatus to be applied to a hybrid vehicle includes a continuously variable transmission, a clutch mechanism, and a travel processor. The continuously variable transmission is coupled to an engine and a first motor via an input passage, and coupled to drive wheels via an output passage. The clutch mechanism is provided on the output passage. When the travel mode is switched from a first mode in which the clutch mechanism is engaged to the second mode in which the clutch mechanism is released, the travel processor releases the clutch mechanism and stops the continuously variable transmission while maintaining a speed ratio of the continuously variable transmission. When the travel mode is switched from the second mode to the first mode, the travel processor synchronizes rotation speeds of input-side and output-side portions of the clutch mechanism by controlling the continuously variable transmission, and engages the clutch mechanism.

A vehicle powertrain includes a power source, a clutch arrangement and a housing, the clutch arrangement arranged between the power source and a transmission. The clutch arrangement includes: a first clutch arranged to couple the power source to a first input shaft of the transmission and a second clutch arranged to couple the power source to a second input shaft of the transmission; and a torque transmission member having an extension in a radial direction and adapted to transmit torque from the power source to one of the first or second input shafts. The torque transmission member includes clutch lamellae carriers for the first and second clutches. The torque transmission member is journaled at a radially inner portion against the housing via one or more first bearings, and an output rotor shaft of the power source is journaled against the housing via one or more second bearings.