A powertrain includes an engine; a driveline including a gearbox having an input shaft connected to the engine, an output shaft to be connected to driving wheels of the vehicle and a countershaft for transmitting a rotation of the input shaft to the output shaft which can be coupled to the input shaft; an electric machine; a gear reduction mechanism having a free wheel and at least three separate and rotatable junction elements, the rotational speeds of the junction elements being interdependent but not having a fixed ratio relative to one another:a first junction element that is connected to the electric machine; a second junction element that is connectable to the free wheel; a third junction element that is connected to the countershaft. The torque ratio between the third junction element and the first junction element can be selected from at least two different ratios.

A powertrain includes an engine; a driveline including a gearbox having an input shaft connected to the engine, an output shaft to be connected to driving wheels of the vehicle and a countershaft for transmitting a rotation of the input shaft to the output shaft which can be coupled to the input shaft; an electric machine; a gear reduction mechanism having a free wheel and at least three separate and rotatable junction elements, the rotational speeds of the junction elements being interdependent but not having a fixed ratio relative to one another:a first junction element that is connected to the electric machine; a second junction element that is connectable to the free wheel; a third junction element that is connected to the countershaft. The torque ratio between the third junction element and the first junction element can be selected from at least two different ratios.

It is determined whether fuel efficiency of a vehicle is improved by operating a first rotating machine to generate electricity to such an extent that an electrical path amount becomes a desired electrical path amount for controlling an operating point of an engine to a desired operating point and driving and operating a second rotating machine as a second power source, the electrical path amount being a magnitude of electric power in an electrical path through which the electric power is transferred between the first rotating machine and the second rotating machine. When the electronic control device determines that the fuel efficiency of the vehicle is improved, the first rotating machine is operated to generate electricity to such an extent that the electrical path amount becomes the desired electrical path amount and the second rotating machine is driven and operated as the second power source.

A torque transmission unit includes a first input side, a second input side, an output side, a hydrodynamic converter and a lock-up clutch. The first input side is configured to receive a first torque, and the second input side is configured to receive a second torque. The torque transmission unit has a freewheel. The freewheel is arranged downstream of the hydrodynamic converter, and the second input side is arranged downstream of the freewheel in a torque flow of the first torque from the first input side to the output side. The freewheel is designed to, in a first freewheel operating state, connects, in a torque-locking manner, the hydrodynamic converter to the output side for the transmission of the first torque from the first input side to the output side when the lock-up clutch is open. The freewheel is designed to, in a second freewheel operating state, decouple the hydrodynamic converter from the output side, to at least partially prevent a transmission of the second torque from the second input side into the hydrodynamic converter.

A torque transmission unit includes a first input side, a second input side, an output side, a hydrodynamic converter and a lock-up clutch. The first input side is configured to receive a first torque, and the second input side is configured to receive a second torque. The torque transmission unit has a freewheel. The freewheel is arranged downstream of the hydrodynamic converter, and the second input side is arranged downstream of the freewheel in a torque flow of the first torque from the first input side to the output side. The freewheel is designed to, in a first freewheel operating state, connects, in a torque-locking manner, the hydrodynamic converter to the output side for the transmission of the first torque from the first input side to the output side when the lock-up clutch is open. The freewheel is designed to, in a second freewheel operating state, decouple the hydrodynamic converter from the output side, to at least partially prevent a transmission of the second torque from the second input side into the hydrodynamic converter.

A device for power transmission within a hybrid motor vehicle and a method of operating the device. The device is a P2 module and includes a torque converter, an electric motor, a connect/disconnect clutch and an electro-magnetic controllable clutch. The torque converter is configured to be coupled to an input member of the transmission. The electric motor includes a rotor that is fixedly connected to the input of the torque converter. The connect/disconnect clutch has an input member configured to be coupled to the output of the engine and has first and second clutch members moveable between a disengaged and engaged positons. The second clutch member is also fixedly connected to the torque converter. The electro-magnetic controllable clutch is coupled between the connect/disconnect clutch and the torque converter and has a locked up configuration and a freewheeling configuration.

A device for power transmission within a hybrid motor vehicle and a method of operating the device. The device is a P2 module and includes a torque converter, an electric motor, a connect/disconnect clutch and an electro-magnetic controllable clutch. The torque converter is configured to be coupled to an input member of the transmission. The electric motor includes a rotor that is fixedly connected to the input of the torque converter. The connect/disconnect clutch has an input member configured to be coupled to the output of the engine and has first and second clutch members moveable between a disengaged and engaged positons. The second clutch member is also fixedly connected to the torque converter. The electro-magnetic controllable clutch is coupled between the connect/disconnect clutch and the torque converter and has a locked up configuration and a freewheeling configuration.

A gearbox arrangement of an electric machine of an engine includes a planetary gear arrangement configured to receive rotational input from the electric machine and from the engine and to mechanically couple the electric machine and the engine in first and second power flow directions, the planetary gear set comprising a ring gear, a ring brake, a free-wheel clutch attachable to a fixed structure and the ring brake, the tree-wheel clutch permitting rotation of the ring brake in a first direction and preventing rotation of the ring brake in an opposite second direction, and an arrangement for moving the ring gear between a first position in which the ring gear is non-rotatably engaged with the ring brake and a second position in which the ring gear is non-rotatably engaged with the carrier. An engine starter and power generator device Is also provided.

A hybrid driveline assembly for a vehicle includes an engine, an electric motor, and a transmission having an input and an output. The transmission input is selectively coupled to the engine and electric motor. The transmission is shiftable between a plurality of drive modes. The driveline assembly further includes a final drive assembly operably coupled to the transmission output. The final drive assembly has a front final drive operably coupled to a rear final drive.

A hybrid driveline assembly for a vehicle includes an engine, an electric motor, and a transmission having an input and an output. The transmission input is selectively coupled to the engine and electric motor. The transmission is shiftable between a plurality of drive modes. The driveline assembly further includes a final drive assembly operably coupled to the transmission output. The final drive assembly has a front final drive operably coupled to a rear final drive.