Abstract: Transmission for a road vehicle with hybrid propulsion; the transmission comprises: a gearbox provided with one primary shaft, one secondary shaft and at least one pump actuated by an activating shaft; at least one clutch connected to the primary shaft and presenting a part which is normally conductive which can be connected to a drive shaft of a thermal engine; at least one reversible electric machine presenting a shaft mechanically connectable to the primary shaft; a first mechanical transmission which transmits motion from the normally conductive part of the clutch to the activating shaft; and a second mechanical transmission which transmits motion from the shaft of the electric machine to the activating shaft.

Abstract: A plug-in hybrid vehicle drive system, including an internal combustion engine for driving one or more wheels of a vehicle, at least one on-wheel electrically powered motor, the motor coupled to a speed reduction mechanism, the speed reduction mechanism coupled to a vehicle wheel for driving at least one wheel of the vehicle, a battery located in the vehicle and connected to the at least one on-wheel motor for supplying power to the on-wheel motor, a battery charger including an AC/DC power converter, and an AC outlet connector in communication with the battery charger for receiving power from an external source.

Abstract: A vehicle drive device includes a motor generator (MG2), a power control unit controlling the motor generator (MG2), and a case housing the motor generator (MG2) and the power control unit. The power control unit includes a first inverter driving the motor generator (MG2) and a voltage converter boosting a power supply voltage to apply the voltage to the first inverter. A reactor L1 which is a component of the voltage converter is disposed such that at least a portion of a core comes into contact with the case for heat exchange. Consequently, the heat is dissipated to the case having a large heat capacity for integral housing, to thereby allow the heat dissipation performance of the reactor (L1) arranged in the limited space to be ensured.

Abstract: Vehicular drive system which is small-sized and/or improved in its fuel economy. A power distributing mechanism 16, which is provided with a differential-state switching device in the form of a switching clutch C0 and a switching brake B0, is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism 16 is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine 8, so that the output of the engine 8 is transmitted to drive wheels 38 primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy.

Abstract: A drive unit for a hybrid electric motor vehicle includes an engine, an electric motor/generator, a layshaft supporting a first coupler and a second coupler, a first drive path including the layshaft and the first coupler for driveably connecting and disconnecting the engine and the motor/generator, and a second drive path including the layshaft and the second coupler for driveably connecting and disconnecting the engine and an output of the drive unit, the first coupler and the second coupler being operative to connect concurrently the engine, the motor/generator and said output.

Abstract: A system for generating energy using the rotating wheels of a vehicle and for collecting such energy is provided. An alternative system for powering vehicle engines using relatively inexpensive fuel sources is also provided.

Abstract: A method of controlling an automatic shifting power transmission having a fluid coupling device, at least one reaction clutch disposed in series with the fluid coupling device, and an electric machine disposed in series with the fluid coupling device and the at least one reaction clutch includes partially engaging the at least one reaction clutch corresponding to a first gear engagement to effect a first gear launch maneuver when engine load is at or above a predetermined value. Next the electric machine is energized to provide additional torque to the first gear reaction clutch when the automatic shifting power transmission is in the first gear launch maneuver. The at least one reaction clutch corresponding to the first gear engagement is fully engaged when engine load is below the predetermined value.

Abstract: A hybrid transmission for a vehicle and its method of use are described. The transmission may have an internal combustion engine and an electric device. A torque converter is connected between the internal combustion engine and a set of direction clutches. The direction clutches are also connected to an intermediate gear set. The electric device is also connected to the intermediate gear set for providing rotational energy to the intermediate gear set or absorbing energy from the intermediate gear set. The electric device is connected to at least one super capacitor.

Abstract: A speed reducing gear train includes a starter driven gear, a starting one-way clutch interposed between the starter driven gear and a crankshaft for permitting power transmission from the starter driven gear to the side of the crankshaft. The speed reducing gear train and the starting one-way clutch being provided between a starter motor and the crankshaft with a transmission accommodated in a crankcase. The transmission includes gear trains for selectively establishing a plurality of gear speeds with the gear trains being between a main shaft and a counter shaft. The starter motor can produce power for driving the vehicle and to impart a drive assisting force. A power transmitting gear meshing with the starter driven gear is relatively rotatably mounted on the main shaft through a running one-way clutch permitting power transmission from the power transmitting gear to the side of the main shaft.

Abstract: A system and method for operating power take-off (PTO) systems aboard hybrid and electric systems and vehicles is disclosed. The PTO system includes an energy storage device configured to supply electrical power and at least one electrical drive system electrically connected to the energy storage device to receive the electrical power, with each of the at least one electrical drive systems configured to convert the electrical power to a desired mechanical power. The PTO system also includes at least one PTO shaft mechanically connected to each of the at least one electrical drive systems that is driven by the mechanical power to generate a mechanical output, with the mechanical output of each of the at least one PTO shafts being independently controllable from the mechanical output of other PTO shafts.

Abstract: Potential energy of an implement and implement supporting member, such as a mechanical arm, attached to a machine, such as construction equipment, is recovered by an energy converter, such as a flywheel or a pull-cord generator, during relative movement between the implement supporting member and the machine. An activator causes relative movement between the implement and the machine. The flywheel or pull-cord generator drives an auxiliary pump or electric generator when the flywheel or pull-cord generator moves relative the auxiliary pump or electric generator. The recovered potential energy is stored in an accumulator or battery. Kinetic energy may be converted to electric energy or hydraulic pressure and stored for later use.

Abstract: A vehicle's active electrically controlled non-step speed change mechanism includes an internal combustion engine, a dynamo (motor-generator), a power allotment unit and an active electrically controlled non-step speed changer to control vehicle able to run in the best condition notwithstanding its speed, roadway condition or load thereby achieving the aim of fuel saving and minimizing the environmental contamination due to excess discharge of exhaust gas.

Abstract: An in-vehicle power transmission apparatus is equipped with a plurality of power split rotors and a power transmission control mechanism. The power split rotors work to split power among a rotary electric machine such as a motor-generator, an internal combustion engine, and a driven wheel of the vehicle. If rotational energy, as outputted from the power split rotors, is defined as being positive in sign, the power split rotors are so assembled that when the power transmission control mechanism establishes transmission of the rotational energy that is positive in sign as the power from a first rotor that is one of the power split rotors to the internal combustion engine, the other power split rotors are so linked as to provide output rotational energies which are opposite in sign to each other. This enables the speed of the first rotor to be placed at substantially zero.

Abstract: A multi-mode hybrid transmission for transmitting power from a prime mover and a stored source of energy to a final drive shaft. The transmission may include an input shaft to receive torque from the prime mover, a countershaft operatively coupled to the final drive shaft, a plurality of gear pairs each defining a torque path from the input shaft to the countershaft, a synchromesh clutch assembly to selectively couple the input shaft with a desired gear pair, and first and second electric machines rotatably carried by the input shaft. The first electric machine can provide a motive force to the final drive shaft and the second electric machine can covert rotary speed of the input shaft into electrical energy. Additionally, the first and second electric machines can provide supplemental torque to the output shaft during periods of reduced torque from the prime mover associated with a change in torque path.

Abstract: An electromechanical power transfer system for a vehicle, comprises: an electrical power source; a system controller; at least two dynamoelectric machines; an electrically engageable clutch for each machine; an input shaft coupled to the jack shaft; an output shaft coupled to a load presented by the vehicle; and at least two electrically engageable transmission gear sets for coupling the input shaft to the output shaft; wherein the system controller selectively engages each machine clutch and each transmission gear set.

Abstract: A drivetrain for a hybrid electric vehicle having a rear wheel drive configuration and a four wheel drive configuration is disclosed. Certain of the mounting flanges and input/output couplings are replicated between a transmission, a transfer case and an electric drive unit.

Abstract: A drive unit for motor vehicles with hybrid drive and a drive train in a longitudinal arrangement, between the internal combustion engine and the first axle, comprising a housing piece, a through driveshaft, an electric motor, surrounding the through driveshaft with a first clutch before the electric motor and a second clutch thereafter, whereby a second axle is also to be driven with minimal space requirement. A first electric motor is thus physically combined with the first clutch, surrounding a second electric motor and the through driveshaft and is connected to the second axle by means of a third clutch, an offset gear and a shaft.

Abstract: An oil cooled electric drive module for hybrid vehicles includes an AC motor assembly having a shaft parallel to an output shaft, with the shafts being interconnected by a set of helical reduction gears. The motor shaft is provided with a rotary union for cooling oil that passes first axially and then radially through the shaft to an outer circumferential surface thereof beneath the core of a rotor attached thereto. The cooling oil passes beneath the rotor to the outer ends thereof, where annular deflectors disburse the oil to provide a coanda effect over the shorting rings of the rotor, onto the stator windings, and thence onto the motor housing for return to a cooling sump, which may include hydraulic and electric pumps for further desired cooling circulation. The invention also includes solenoid valves for shifting a splined collar between positions of interconnection and disconnection between the motor shaft and output shaft.

Abstract: An input shaft for a hybrid transmission includes a cylindrical hollow shaft portion having internal and external surfaces. The internal surface defines an internal cavity coaxial with the hollow shaft portion and has a splined portion configured to allow power to be transferred to the hollow shaft portion. The input shaft may further include a freeze plug press-fit in the internal cavity, configured to fluidly seal the inner cavity in embodiments with a cavity extending throughout the input shaft. The splined portion may be a broached spline. A method of manufacturing a hybrid powertrain includes forming a hollow transmission input shaft and press-fitting a plug into it, such that the shaft is internally fluid sealed. The shaft is mated to the transmission which may then be filled with fluid and tested for operability. The shaft may be dry-mated to an engine output member for common rotation therewith.

Abstract: A hybrid powertrain includes a combustion engine operable to output rotational power thereat, an electric machine arrangement operable to output rotational power thereat, a gearbox arrangement for receiving rotational power from at least one of the combustion engine and the electric machine arrangement and being operable to couple motive power to a load coupled to the gearbox arrangement. The gearbox arrangement is operable to provide a plurality of gearing ratios. The electric machine arrangement is employable to extend a rotation rate range provided in a given gearing ratio: at higher rotation rates prior to a gear change from said given gearing ratio to a gearing ratio subsequent thereto; or at both lower rotation rates when accelerating from a standstill or from a preceding gear, and at higher rotation rates prior to a gear change from said given gearing ratio to a gearing ratio subsequent thereto.

Abstract: A method and a device for influencing the temperature of at least one electromechanical component situated in a motor vehicle, in which a transmission situated in the motor vehicle is cooled by a transmission oil flowing in a transmission cooling circuit. A cooling circuit branch is provided for influencing the temperature of the electromechanical component. The transmission oil also flows in the cooling circuit branch as a heat carrier. The flow rate of the transmission oil in the cooling circuit branch is influenced for influencing the temperature of the electromechanical component as a function of the setpoint operating temperature and/or the actual operating temperature of the electromechanical component.

Abstract: A vehicle transmission includes at least two driving shafts to which power is transmitted from a power source, a driven shaft to which power is transmitted from the driving shafts, drive transmission mechanisms disposed between the driving shafts and the driven shaft, and a switching mechanism that selectively enables power transmission via the drive transmission mechanisms. The driving shafts are disposed concentrically and fitted rotatably relative to each other. The driving shafts are parallel to the driven shaft. A first drive unit is disposed coaxially with the driving shafts. A second drive unit is disposed coaxially with the driven shaft. The first and second drive units are interconnected so as to send and receive powers changed in energy form to and from each other. The transmission thus constructed is excellent in power transmission efficiency, quietness, vehicle mountability, etc., and can realize continuously variable speed change.

Abstract: A reduction drive device is compact, hardly causes an electric motor thereof to vibrate, and has improved noise/vibration controllability. The reduction drive device includes the electric motor attached to a casing and capable of outputting torque, first and second reduction mechanisms supported by the casing, to reduce and transmit the rotational output of the electric motor, and a rear differential supported by the casing, to distribute the rotational output reduced by the first and second reduction mechanisms to a pair of axle shafts. Rotor, stator, and brush of the electric motor partly overlap the rear differential when seen in a rotation radius direction.

Abstract: A full hybrid electric vehicle comprises a heat engine, a one-way-clutch connected to the engine shaft, an electric motor, a planetary gear unit, a clutch with limited torque, and a transmission. The planetary gear unit includes at least a sun gear (an input element), a ring gear (an input element) and a pinion carrier (an output element). The torque-limited clutch seats between two of the planetary gear elements. The engine is connected to and applies torque on one of the input elements. The electric motor is connected to and applies torque on the other input element. While the vehicle is running, the engine can be started smoothly by engaging the torque-limited clutch and controlling the motor torque, and a shock on the vehicle similar to a rough shift can be avoided.

Abstract: The present invention provides a layout of a power transmission device for a hybrid vehicle which provides a high damping force a high damping force against engine fluctuation at low RPM operation by an engine For this, the preset invention provides a power transmission device for a hybrid vehicle, in which an automatic transmission having an input shaft, a motor, an engine clutch, a flywheel, and an engine having an output shaft connected to a crank shaft of the engine are directly connected to the same axis, the power transmission device including: a motor support shaft, the outer end of which is supported by a motor rotor and the inner end of which extends toward the boundary between the output shaft of the engine and the input shaft of the automatic transmission; a motor housing arranged so as to surround the outer circumference and the left side surface of the motor rotor; a torsion damper disposed between the left side end of the motor housing and the motor rotor; an engine clutch, disposed between the

Abstract: A control system comprises a cam position calculation module that determines intake and exhaust cam positions during operation of an engine. The engine includes a regeneration and fuel cut-off (FCO) mode. A cam position adjustment module generates alternate intake and exhaust cam positions during the regeneration and FCO mode. A cam positioning module positions the intake and exhaust cams based on lower values of the intake and exhaust cam positions and the alternate intake and exhaust cam positions, respectively, during the regeneration and FCO mode.

Abstract: A control apparatus for a vehicular drive system including (a) a differential portion having a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, a second electric motor disposed in a power transmitting path between the power transmitting member and a vehicle drive wheel, and a switching clutch and a switching brake provided in the differential mechanism and operable to limit a differential function of the differential portion, and (b) a step-variable automatic transmission portion constituting a part of the power transmitting path and operable to perform a clutch-to-clutch shifting action by a releasing action of a coupling device and an engaging action of another coupling device, the control apparatus including a step-variable shifting control configured to change an amount of racing of an input speed of the automatic transmission portion during the clutch-to-clutch shifting action, depending upon whether the differential function

Abstract: An input brake assembly is provided for selectively grounding a transmission input member. The packaging location of the input brake assembly does not interfere with, and thus still allows the option of providing a bypass clutch for a flex plate-type flywheel connecting the engine with the transmission input member. The input brake assembly includes a flywheel, preferably a flex plate, for transferring rotary torque between the engine and the transmission input member and a ring gear secured to the outer periphery of the flex plate. A pinion gear is axially movable into and out of meshing engagement with the ring gear. A grounding device is operatively connected to the pinion gear and is operable to prevent rotation of the pinion gear, thereby braking the flex plate as well as the transmission input member operatively connected thereto when the pinion gear is in meshing engagement with the ring gear.

Abstract: An electric drive for a vehicle or other machine having a rotatable drive mechanism, in which the torque output of an electric motor is coupled to drive a main generator through a planetary gear set, the electrical output of the main generator is supplied to the motor to drive the motor, and a reaction torque produced in the planetary gear set from the driving of the generator is coupled to drive the vehicle wheels or other motion means. The reaction torque produced in the planetary gear set in response to the generator torque is greater than the electric motor torque input. Start-up and make-up power for the electric motor are provided by an onboard battery recharged by an auxiliary onboard generator, or by the auxiliary onboard generator.

Abstract: A wheel driven utility vehicle includes a frame and two small volume high speed alternating current electric motors arranged side by side for driving the vehicle. Alternatively high speed direct current, hydraulic or pneumatic direct current motors may be used with suitable controls. Each motor has an output shaft which drives an offset planetary gear reducer. Each offset planetary gear reducer is affixed to the electric motor and includes an output carrier interconnected with an output shaft. Each output shaft includes first and second chain drive sprockets which drive chains interconnected with shafts driving the front and rear wheels respectively. Each offset planetary gear reducer enables use of space saving high speed relatively low-torque alternating current electric motors with attendant large speed reductions. Gear reduction enables the production of sufficient torque at the wheels of the vehicle. Applications in addition to utility vehicles are also specifically contemplated.

Abstract: A control device for a vehicular drive system including (a) a differential mechanism operable to distribute an output of an engine (8) to a first electric motor and a power transmitting member, (b) a second electric motor disposed in a power transmitting path between the power transmitting member and a drive wheel of a vehicle, and (c) a differential-state switching device operable to place the differential mechanism selectively in one of a differential state in which the differential mechanism is operable to perform a differential function and a locked state in which the differential mechanism is not operable to perform the differential function, the control device including an engine-stop switching control portion operable to control the differential-state switching device to place the differential mechanism in the differential state, upon stopping of the engine, so that the engine speed can be rapidly lowered to zero by controlling the first electric motor in the differential state of the differential mech

Abstract: A hybrid vehicle propulsion system including, an internal combustion engine, a torque converter including a lockup clutch, the torque converter receiving torque from at least the internal combustion engine, a multiple fixed-ratio transmission having an input and an output, the input coupled to the torque converter, a electric energy conversion device coupled downstream of the multiple fixed-ratio transmission output, and a control system for adjusting torque output of the hybrid propulsion system, the control system adjusting torque output of the electric energy conversion device to reduce a transmission output torque load and adjusting the multiple fixed ratio transmission to cause a transition in torque transfer responsive to adjusted torque output of the electric energy conversion device.

Abstract: An in-wheel motor includes a wheel disc, a wheel hub, a case, a motor, a planetary gear and a shaft. The wheel disc is connected to the wheel hub. The planetary gear is connected to the motor's rotor. The case includes subcases and a diaphragm. One subcase is arranged to have a side portion closer to the vehicle's body and accommodates the motor and the planetary gear. The motor and the planetary gear are adjacently arranged and fixed to one subcase. The other subcase is arranged closer to the wheel disc and fixed at a plane perpendicular to the shaft by a screw to one subcase.

Abstract: The invention proposes a hybrid drive for a vehicle with a power train, which has a first electric machine (4), which is permanently connected to an input shaft (3) of the vehicle transmission (2) arranged between an internal combustion engine (1) and a vehicle transmission (2) with changeable gear ratio, and which can be operated as an engine or as a generator, and a hydraulic pump (5) for the vehicle transmission (2), in which at least one first shiftable clutch device (7) is arranged between the internal combustion engine (1) and the vehicle transmission (2), and in which the hydraulic pump (5) is torque-proof connected to the input shaft (3) of the vehicle transmission (2). A hybrid drive is also proposed, which comprises two electric machines, in which the hydraulic pump (5) is coupled via at least one element for force transfer to the input shaft (3) of the vehicle transmission (2).

Abstract: A powertrain having a fuel cell prime mover, an electronic control unit, two motor/generator units, two planetary gearsets, and a plurality of torque-transmitting mechanisms is operable to provide three ranges of operation. During one range of operation, the power take-off unit operates at a constant speed. During the second range of operation, the power take-off unit, one of the motor/generator units, and the output shaft operate at a same speed, and during the third range of operation, both motor/generator units, the output shaft, and the power take-off unit operate at a same speed.