The present disclosure relates to a method for defining a clutch slipping point position (X.sub.sp) of a clutch in a gearbox comprising an input shaft arranged to be braked by a braking means. The method includes determining if the clutch is dragging when the clutch is fully disengaged. The method includes when it is determined that the clutch is dragging, applying the braking means with a predetermined brake torque (T.sub.b) and so that the input shaft is not rotating; and thereafter: moving the clutch from the fully disengaged position towards an engaged position; determining when the input shaft starts to rotate with a predetermined rotation value indicative of a rotational speed of the input shaft; registering a clutch position (X.sub.b) in which the clutch is positioned when the predetermined rotation value is reached; using a clutch transfer characteristics of the clutch, T.sub.b, and X.sub.b to define the clutch slipping point position (X.sub.sp).

An energy harnessing device for harnessing wave energy that results in pitch, sway, yaw, surge, roll, and heave movement, wherein the device effectively converts multiaxial translational and rotational motion to unidirectional rotational motion for power transmission.

A coupling arrangement for coupling members as a gear change coupling in a gear mechanism unit includes a first member and a second member. The first member has a coupling toothing system. At least one locking body arrangement is mounted pivotably on the second member. The locking body arrangement can be pivoted into a coupling position, in the case of which a driving section on the locking body arrangement engages into the coupling toothing system. The locking body arrangement can be pivoted into a release position, in the case of which the driving section of the locking body arrangement does not engage into the coupling toothing system. The locking body arrangement has a locking body carrier which is mounted pivotably on the second member, and has a locking body member which is mounted pivotably on the locking body carrier and on which the driving section is configured.

A method for suppressing noises in a dual clutch transmission, which has two partial transmissions and each partial transmission has at least two synchronizers, for a motor vehicle. A respective shaft of the respective partial transmission is to be synchronized by the respective synchronizer with a respective idler, which is arranged on the respective shaft and is associated with the respective synchronizer, of the respective partial transmission. To suppress noises, one of the synchronizers of one of the partial transmissions is actuated, while the one partial transmission is activated, the other partial transmission is deactivated, and the idler which is associated with the other synchronizer of the one partial transmission is connected in a rotationally-fixed manner to the shaft of the one partial transmission.

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.

In some implementations, a controller may cause a gearbox coupled to a rotor to shift between a first gear ratio and a second gear ratio one or more times. The controller may obtain a first set of position data that identifies respective first positions of a gear selector of the gearbox for each shift to the first gear ratio, and a second set of position data that identifies respective second positions of the gear selector of the gearbox for each shift to the second gear ratio. The controller may determine a first calibrated position of the gear selector for a shift to the first gear ratio based on the first set of position data and a second calibrated position of the gear selector for a shift to the second gear ratio based on the second set of position data.

A hybrid sub-assembly for driving a vehicle includes at least one primary shaft, at least one secondary shaft, a transmission gearbox including at least one intermediate shaft different from the primary shaft and the secondary shaft, and an electromotive unit. The electromotive unit includes at least one reversible electric machine, and a coupling device that can take up at least one intermediate coupling position in which an output shaft of the reversible electric machine is kinematically connected to the intermediate shaft, and a secondary coupling position in which an output shaft of the reversible electric machine is kinematically connected to the secondary shaft without going via the intermediate shaft.

A hybrid-electric powertrain includes an internal combustion engine, a transmission, and an electric machine, where the electric machine is connected to the transmission for transmitting torque. The transmission has a transmission housing, within which there is disposed an output-side gear set assembly, and also a transmission housing cover disposed on an output side of the transmission as seen in an axial direction. The electric machine has a stator, a rotor, a rotor shaft connected to the rotor for conjoint rotation, and an electric machine housing. In addition, the electric machine has a connection housing for connecting the electric machine to the transmission housing. The rotor shaft of the electric machine is disposed parallel to a transmission input shaft of the transmission.

A clutch arrangement having a first coupler mounted for rotation with a first input gear, a second coupler mounted for rotation with a second input gear, and an input-gear selector mounted for rotation with an input shaft and positioned between the first and second couplers. The input-gear selector is movable on the input shaft relative to the first and second couplers. Engagement of the input-gear selector with the first coupler drives rotation of the first input gear with rotation of the input shaft, and engagement of the input-gear selector with the second coupler drives rotation of the second input gear with rotation of the input shaft.

In some implementations, a controller may cause a gearbox coupled to a rotor to shift between a first gear ratio and a second gear ratio one or more times. The controller may obtain a first set of position data that identifies respective first positions of a gear selector of the gearbox for each shift to the first gear ratio, and a second set of position data that identifies respective second positions of the gear selector of the gearbox for each shift to the second gear ratio. The controller may determine a first calibrated position of the gear selector for a shift to the first gear ratio based on the first set of position data and a second calibrated position of the gear selector for a shift to the second gear ratio based on the second set of position data.