A method and configuration to optimize an entire traction system available on a helicopter including an auxiliary engine by allowing the engine to provide non-propulsive and/or propulsive power during flight. The auxiliary engine is coupled to participate directly in providing mechanical or electrical propulsive power and electrical non-propulsive power to the aircraft. An architecture configuration includes an on-board power supply network, two main engines, and a system for converting mechanical energy into electrical energy between a main gearbox to the propulsion members and a mechanism receiving electrical energy including the on-board network and power electronics in conjunction with starters of the main engines. An auxiliary power engine provides electrical energy to the mechanism for receiving electrical energy via the energy conversion system and a mechanism for mechanical coupling between the auxiliary engine and at least one propulsion member.

A device includes a transmission and an electric machine for a hybrid drive of a motor vehicle, and the transmission includes first and second subtransmissions. The substransmissions each have an input shaft and they share an output shaft. The input shafts of the subtransmissions can be selectively coupled to the output shaft via form locking clutches of the subtransmissions. In particular, a first input shaft of the first subtransmission is allocated to a first friction locking clutch while a second input shaft of a second subtransmission is allocated to a second friction locking clutch. Furthermore, a third clutch is incorporated between an input drive side clutch half of the first friction locking clutch and an input drive side clutch half of the second friction locking clutch.

A drive device having a main drive device, a gearing, a switchable clutch, at least one hydraulic pump, and a gearing output shaft is started with low wear by providing an auxiliary drive to drive the gearing output shaft independently of the main drive device. A work machine device includes the drive device and a work machine which can be started accordingly in a low-wear manner and which enables longer-term operation in the reverse direction of rotation. Corresponding methods which are also provided in connection with the drive device and the work machine device, enable low-wear starting and the elimination of undesired operating states.

The invention concerns a method for coupling a hydroelectric power plant in a turbine mode to a grid, in order to generate power for a grid, said hydroelectric power plant comprising at least a first hydroelectric unit (10) and a second hydroelectric unit (100), each provided with a runner (6) mechanically coupled to a shaft line (8) and to a generator, a distributor (4) comprising guide vanes to control a flow of water to said runner, said hydroelectric power plant further comprising a variable frequency drive (20), the method comprising: a) starting the rotation of at least said first hydroelectric unit (10) and said second hydroelectric unit (100); b) connecting the variable frequency drive (20) to the generator of the first hydroelectric unit (10) and to the grid and stabilizing the speed of the first hydroelectric unit c) connecting the first hydroelectric unit (10) to the grid and disconnecting the generator of the first hydroelectric unit from the variable frequency drive (20); d) connecting said variable frequency drive (20) to the generator of the second hydroelectric unit (100) and to the grid and stabilizing the speed of the second hydroelectric unit; e) connecting the second hydroelectric unit (100) to the grid and disconnecting the generator of the second hydroelectric unit from said variable frequency drive (20).

An automated range-change transmission (CT) of a motor vehicle, has a main transmission (HG) with a lay-shaft design, which features a main shaft (WH) and at least one lay shaft (W.sub.VG1, W.sub.VG2), and a pre-shift group (GV) drivingly connected upstream on the main transmission (HG). An input shaft (W.sub.GE) of the range-change transmission (CT) is able to be coupled with an internal combustion engine (VM) of a drive unit of the motor vehicle. An output shaft (W.sub.GA) of the range-change transmission (CT) is coupled with an axle drive (AB) of the motor vehicle. An electric motor (EM) of the drive unit is able to be coupled at the pre-shift group (GV) through a planetary transmission (PG), whereas the electric motor (EM) is coupled to a first element of the planetary transmission (PG), a second element of the planetary transmission (PG) is coupled with an input shaft of the pre-shift group (GV), and a third element of the planetary transmission (PG) is coupled with an output shaft of the pre-shift group (GV).

The present invention relates to a powertrain for a hybrid type vehicle with a thermal engine (10), notably of internal-combustion type, an electric machine (12) connected to an axle shaft (24) of the vehicle and a transmission device (36) comprising a primary transmission shaft (38) connected to drive shaft (18) of thermal engine (10) through a disengageable coupling (44) and carrying at least two first gear wheels (56, 58) cooperating with at least two second gear wheels (60, 62) carried by a secondary transmission shaft (40) connected to the axle shaft. According to the invention, primary transmission shaft (36) is connected to an auxiliary electric machine (14).

A multi-mode power train and multi-mode vehicle include a power-conversion device that is in communication with an engine via a direct mechanical power-transfer connection extending from the engine to the power-conversion device. A continuously variable power source (CVP) is in communication with the power conversion device via an intermediate power-transfer connection. A lock-up device with first and second engagement states is provided between the engine and the power-conversion device or the CVP. With the lock-up device in the first engagement state, mechanical power from the engine is converted by the power-conversion device for use by the CVP, with the CVP using the converted power to provide mechanical power to a power-output connection. With the lock-up device in the second engagement state, the engine transmits mechanical power through the lock-up device to the power-output connection.

Hybrid automotive transmission arrangement with a gear transmission for establishing at least one transmission ratio between a transmission input and a transmission output, wherein the gear transmission has a gear set with a coupling gear. An electric machine has a machine output shaft with a drive gear, which is coupled directly or via a coupling gear set to the coupling gear of the transmission gear set so that a power transmission pathway is established from the machine output shaft to the coupling gear. A slip clutch is arranged in the power transmission path.

A method for controlling a synchronizer of a vehicle is provided. The vehicle comprises an engine unit, a transmission unit configured to selectively couple with the engine unit and to couple with at least one of a plurality of wheels of the vehicle, a synchronizer configured to adjust a power transmission between the transmission unit and the wheels. The method comprises acquiring an operation mode and operation parameters of the vehicle and controlling the synchronizer to adjust the power transmission between the transmission unit and the wheels based on the operation parameters. A vehicle including a controller configured to control the synchronizer according to the method is also provided. The vehicle further includes a first motor generator configured to adjust a rotating speed of the synchronizer according to a speed of the vehicle, and a second motor generator configured to drive at least one of wheels of the vehicle.

A belt pulley arrangement for a belt drive to drive auxiliary units of a motor vehicle, having a belt pulley for introducing a torque that can be provided via a flexible drive means, an output shaft for driving an auxiliary unit, in particular a cooling water pump, and an electric machine for the transmission of torque between the belt pulley and the output shaft, wherein the electric machine has a rotor connected to the belt pulley and a stator connected to the output shaft. As a result of the power flow between the belt pulley and the output shaft, which can be influenced by the electric machine, it is not necessary to design the auxiliary unit that is attached via the output shaft for the least beneficial operating point, so that the auxiliary unit can be dimensioned smaller and a reduction in the installation space for motor vehicle components, in particular the installation space for auxiliary units of a motor vehicle that can be driven via the belt drive, is made possible.