A motor vehicle transmission having a planetary gear system with three coaxially arranged gearsets (RS1, RS2, RS3) coupled to one another. The first gearset (RS1) includes a first sun gear (SR1), a first planet carrier (ST1) and a first ring gear (HR1). The second gearset (RS2) includes a second sun gear (SR2), a second planet carrier (ST2) and a second ring gear (HR2), and the third gearset (RS3) includes a third sun gear (SR3), a third planet carrier (ST3) and a third ring gear (HR3). The second and third gearsets (RS2, RS3) have the same stationary gear ratio and the second and third sun gears (SR2, SR3) are arranged in a rotationally fixed manner on a common driveshaft (AW). The second and third sun gears (SR2, SR3) are made integrally with the driveshaft (AW).

A drive arrangement for an element vehicle, having first and second drive wheels (R1, R2), a first electric machine (EM1) and a second electric machine (EM2) with a common rotational axis (m), a manual transmission (G3) with a transmission input shaft (EW) and a transmission output shaft (AW) and an axle differential (DI) with a differential input (DIK) and two differential output shafts (3a, 3b). The first electric machine (EM1) is connected to the transmission input shaft (EW) and the transmission output shaft (AW) is connected to the differential input (DIK), and the second electric machine (EM2) can, if necessary, be engaged as an additional drive.

A control device for an automatic transmission is provided, which includes a vehicle-propelling friction engagement element configured to be engaged when a vehicle starts traveling, an other friction engagement element, a vehicle-propelling friction engagement element temperature detector configured to detect a temperature of the vehicle-propelling friction engagement element, an other friction engagement element temperature detector configured to detect a temperature of the other friction engagement element, and a processor configured to execute lubricant supply control logic to control supply of lubricant to the vehicle-propelling friction engagement element and the other friction engagement element. The lubricant supply control logic switches the supply amount of lubricant to the vehicle-propelling friction engagement element according to the temperature of the vehicle-propelling friction engagement element, and switches the supply amount of lubricant to the other friction engagement element according to the temperature of the other friction engagement element.

A hybrid transmission arrangement (10) for a motor vehicle (30) includes a transmission (11), a third planetary gear set (PS3), and a first electric machine (EM1). The transmission (11) includes a first input (14), which is connectable to an internal combustion engine (VM), a second output (22), a third output (23), and at least one planetary gear set (PS1, PS2). The third planetary gear set (PS3) includes a first element (S3;H3′), a second element (H3;S3′), and a third element (P3;P3′). The third planetary gear set (PS3) is interlockable using a first shift element (E) and arranged coaxially to a first axis (A1). The first element (S3;H3′) is connected to the first electric machine. The second element (H3;S3′) is connected to the second output (22) of the transmission (11). The third output (23) of the transmission (11) is connected to the first element (S3;H3′). The third element (P3;P3′) is connected to a drive output (Ab) of the hybrid transmission arrangement (10).

A drive system includes a first planetary gear set selectively coupled to a first electromagnetic device, a second planetary gear set coupled to a second electromagnetic device and directly coupled to the first planetary gear set, an engine directly coupled to the first planetary gear set with a connecting shaft, and an output shaft coupled to the first planetary gear set. The first and second electromagnetic devices include a first shaft and a second shaft, respectively. The connecting shaft extends through the second electromagnetic device and through the second planetary gear set to the first planetary gear set. The first shaft, the second shaft, the first planetary gear set, the second planetary gear set, the connecting shaft, and the output shaft are radially aligned, forming a straight-thru transmission arrangement.

A drive system includes a first planetary gear set coupled to a first electromagnetic device, a second planetary gear set coupled to a second electromagnetic device and directly coupled to the first planetary gear set, an engine directly coupled to the first planetary gear set with a connecting shaft, and an output shaft coupled to the first planetary gear set. The first and second electromagnetic devices include a first shaft and a second shaft, respectively. The connecting shaft extends through the second electromagnetic device and through the second planetary gear set to the first planetary gear set. The first shaft, the second shaft, the first planetary gear set, the second planetary gear set, the connecting shaft, and the output shaft are radially aligned, forming a straight-thru transmission arrangement.

An automatic transmission is provided. The transmission includes clutches coaxially arranged in layers in a radial direction of the transmission. The transmission includes a piston provided to each clutch, the pistons being aligned in the radial direction on a same plane perpendicular to an axis of the transmission, without overlapping with each other in an axial view. The transmission includes a common rotational member having a wall, commonly used for the clutches, and disposed at a predetermined position of the transmission in an axial direction, wherein the wall is formed along the plane. The transmission includes operational hydraulic passages parallely arranged in the wall of the common rotational member in a circumferential direction of the transmission on the same plane perpendicular to the axis, each of the operational hydraulic passages communicating with one of operational hydraulic chambers of the respective clutches.

Disclosed are electrically variable transmissions (EVT), methods for making and for using EVTs, and hybrid electric vehicles with EVTs. Presented is a multi-speed power transmission for a motor vehicle with an engine, two electric motors, and a final drive. The transmission includes an input member connectable to the engine, an output member connectable to the final drive, and a stationary member connectable to a gear train. First and second torque-transmitting devices (TTD) respectively connect to the first and second motors. The transmission also includes a compound planetary gear arrangement with four junction points defined by two interconnected planetary gear sets. The first TTD selectively connects the first motor to the first junction point, while the second TTD selectively connects the second motor to the fourth junction point via the gear train. The input member connects at the second junction point, whereas the output member connects at the third junction point.

A transmission for a motor vehicle has an input shaft, output shaft, first and second minus planetary gear sets, and first electric machine with a rotationally fixed stator and a rotatable rotor connectable to the input shaft. The first planetary gear set is stepped and has planet gears of a larger and a smaller effective diameter. In the first planetary gear set, first sun gear engages the larger planet gears and is connected or connectable to the rotor; second sun gear engages the smaller planet gears and is connected to a sun gear of the second planetary gear set and connectable to the input shaft; a carrier is connected to a ring gear of the second planetary gear set; and a ring gear is rotationally fixable. In the second planetary gear set, the carrier is connectable to the input shaft and the ring gear is connected to the output shaft.

Disclosed is method for operating a multi-gear vehicle transmission having a plurality of shifting elements (A, B, C, D, E) for engaging gears of the vehicle transmission. In a neutral gear a transmission input (1) and a transmission output (2) of the vehicle transmission are decoupled from one another. In a driving gear the transmission input (1) and the transmission output (2) of the vehicle transmission are coupled with one another by closing the shifting elements (A, B, C, D, E) associated with the driving gear in order to propel the vehicle. When the neutral gear is engaged, a transmission condition is determined, and if a transmission condition with elevated drag losses exists, then in addition to the shifting elements (A, B, C, D, E) of a driving gear, at least one further shifting element (A, B, C, D, E) of the vehicle transmission is closed.