An electric drive assembly for a motor vehicle comprises a high-speed electric machine with a nominal rotational speed of at least 20,000 revolutions per minute and with a high-speed rotor that can be used as a flywheel mass for storing kinetic energy; a superimposed transmission having a drive element, a regulating element and a driven element, wherein the drive element is drivable by an electric machine around a drive axis, wherein the regulating element is rotatable around a regulating axis and wherein the driven element is drivingly connected to the regulating element and the drive element; an electromagnetic regulating device having a stator and a rotor that is connected to the regulating element in a rotationally fixed way, wherein by means of magnetic forces acting in the circumferential direction between the stator and the rotor, a regulating moment can be transmitted to the rotor, wherein the magnetic forces are variably adjustable.

A drive arrangement of a working machine to be driven at a variably adjustable speed includes a differential gear, a first drive unit coupled to a first element of the differential gear, a working machine coupled to a second element of the differential gear, and a second drive unit coupled to a third element of the differential gear. The speed of the second drive unit can be superimposed on a speed dependent on the speed of the first drive unit, whereby the first or second drive unit can be driven at a variably adjustable speed. The drive arrangement includes an auxiliary gear stage and a switching element interacting with the auxiliary gear stage, wherein, when the switching element is closed, the auxiliary gear stage is load-transmitting and the speeds of the first and second drive units are coupled as a function of at least one transmission ratio of the auxiliary gear stage, and when the switching element is open, the auxiliary gear stage is load-free and the speeds of the first and second drive units are decoupled.

A transmission includes an input assembly, an electric machine, a variator and a power shift assembly. The input assembly has directional clutches and is configured to receive rotational engine power. The variator has only a single planetary set configured to selectively receive rotational power from the electric machine and from the input assembly. The power shift assembly is configured to receive rotational power from the variator. Power shift clutches are configured to dissipate energy from asynchronous gear meshing and include a first power shift clutch carried by a first countershaft and a second power shift clutch carried by a second countershaft. The power shift assembly is configured to effect multiple different rotational power flows to effect unique gear ratios.

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 shift control method for an automated manual transmission (AMT) of a vehicle includes: when a shift operation is started, a torque of the second motor is increased so that a change in an output torque of the output shaft due to a change in a torque of the first motor is minimized while the torque of the first motor is being decreased. According to the shift control method, the increased torque of the second motor is maintained to be constant while controlling transmission release, speed synchronization, and transmission coupling. After the control over the transmission coupling is completed, the torque of the second motor is controlled so that the output torque of the output shaft follows a predetermined target torque while the torque of the first motor is controlled to be increased.

A power control system for a hybrid vehicle is provided. The system includes a high-voltage battery that is capable of being charged or discharged, a first motor and a second motor, a first inverter connected to the first motor, and a second inverter connected to the second motor. Additionally, a converter has a first side connected to the battery and a second side connected in parallel to the first inverter and the second inverter and a diode is connected in parallel to both sides of the converter. A controller is configured to operate the converter and the first and second inverters to cause electric power of the high-voltage battery to be bypassed via the diode and directly supplied to the first inverter or the second inverter.

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 vehicular drive device where the damper, the differential gear device, and the first rotary electric machine are disposed side by side on a first axis that is common thereto, the second rotary electric machine is disposed on a second axis that is parallel to the first axis and is different from the first axis, the output device is disposed on a third axis that is parallel to the first axis and is different from the first axis and the second axis, and the first gear mechanism is disposed on a fourth axis that is positioned on a side opposite to the second axis side with respect to a first reference plane that is a plane including both the first axis and the third axis.

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.

A power transmission apparatus has a power distribution mechanism which is connected to an engine and a first motor-generator an in which at least three rotation elements enable to rotate in differential motions to one another, a power combining mechanism which is connected to the power distribution mechanism, a second motor-generator and an output shaft and in which four rotation elements enable to rotate in differential motions to one another, a brake mechanism which enables to selectively fix a rotation element of the power combining mechanism and a brake mechanism which enables to selectively fix a rotation element of the power combining mechanism which is connected to the engine.