A second element fixing clutch is switchable between a released state and an engaged state. In the released state, the second element fixing clutch releases a second element of a planetary gear mechanism so that the second element is rotatable. In the engaged state, the second element fixing clutch fixes the second element of the planetary gear mechanism so that the second element is non-rotatable. A transmission is switchable between at least two modes of a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode, by the second element fixing clutch being switched between the released state and the engaged state.

A second element fixing clutch is switchable between a released state and an engaged state. In the released state, the second element fixing clutch releases a second element of a planetary gear mechanism so that the second element is rotatable. In the engaged state, the second element fixing clutch fixes the second element of the planetary gear mechanism so that the second element is non-rotatable. A transmission is switchable between at least two modes of a first continuously variable transmission mode, a second continuously variable transmission mode, and a direct mode, by the second element fixing clutch being switched between the released state and the engaged state.

A torque converter for a hybrid module may include a hydraulic coupling arrangement, a front cover, an impeller shell, and an electric rotor. The hydraulic coupling arrangement may include an impeller and a turbine. The front cover may have a first rim extending in a first axial direction. The front cover may at least partially encase the hydraulic coupling arrangement. The impeller shell may be fixed to the front cover and may at least partially encase the hydraulic coupling arrangement. The impeller shell may have a second rim extending in a second axial direction, opposite the first axial direction, a circumferential ring at a distal end of the second rim, and at least one impeller blade. The electric rotor may be fixed to the impeller shell second rim and axially retained by the circumferential ring.

A torque converter for a hybrid module may include a hydraulic coupling arrangement, a front cover, an impeller shell, and an electric rotor. The hydraulic coupling arrangement may include an impeller and a turbine. The front cover may have a first rim extending in a first axial direction. The front cover may at least partially encase the hydraulic coupling arrangement. The impeller shell may be fixed to the front cover and may at least partially encase the hydraulic coupling arrangement. The impeller shell may have a second rim extending in a second axial direction, opposite the first axial direction, a circumferential ring at a distal end of the second rim, and at least one impeller blade. The electric rotor may be fixed to the impeller shell second rim and axially retained by the circumferential ring.

A hydraulic torque converter transmission system for a dynamic compactor and the dynamic compactor includes an engine, a hydraulic torque converter, a winch, a transfer case, a gearbox, a transmission case, and a reduction gearbox; the power of the engine is transmitted to the winch by means of the hydraulic torque converter; a part of the power of the engine is transmitted to the hydraulic torque converter through the transfer case, and an other part of the power of the engine is transmitted to a hydraulic pump through the transfer case. An output power is transmitted to the transmission case through the gearbox, and the output power of the transmission case is driven by the reduction gearbox to rotate the winch. An output shaft of the engine is along an X-axis directional arrangement, a winch rotating shaft is arranged along a Y-axis direction.

A system for bypassing a torque converter in a powertrain is provided. The system includes a torque generating device including an output shaft and a transmission assembly. The transmission assembly includes a transmission output shaft and a torque converter, a torque converter bypass shaft. The transmission assembly further includes a disconnect clutch selectively coupling the torque converter with the torque generating device and a torque converter clutch selectively coupling the torque converter bypass shaft with the torque generating device. Engaging the disconnect clutch and disengaging the torque converter clutch enables the torque generating device to transmit torque to the transmission output shaft through the torque converter. Engaging the torque converter clutch and disengaging the disconnect clutch enables the torque generating device to transmit torque to the transmission output shaft through the torque converter bypass shaft.

A powertrain coupling includes a flexplate configured to be connected to an engine output, a torque converter configured to be connected to a transmission input, and at least one friction clutch disposed between the flexplate and the torque converter and configured for actuation by movement of the torque converter. A powertrain one-way clutch includes engagement elements movably coupled between input and output elements, and at least one friction clutch carried between the input and output elements. A torque converter includes a rear cover, a front cover coupled to the rear cover, and including a frontward facing clutch surface, and a one-way clutch integrated into the front cover and including a one-way clutch plate integrated into the frontward facing clutch surface of the front cover.

An object of the present disclosure is to provide a power transmitting apparatus which can sufficiently damp the torque variation and also can further improve the fuel consumption. For achieving the object of the present disclosure above, there is provided a power transmitting apparatus of a vehicle comprising a damper mechanism including dampers having spring properties for damping torque variations of an engine and being able to arbitrarily and selectively transmit or cut off a driving power of an engine to wheels characterized in that the power transmitting apparatus further comprises a spring property switching device for arbitrarily switching spring properties of the damper mechanism; and a spring property controller for actuating the spring property switching device to switch the spring properties according to the running state of the vehicle.

An object of the present disclosure is to provide a power transmitting apparatus which can sufficiently damp the torque variation and also can further improve the fuel consumption. For achieving the object of the present disclosure above, there is provided a power transmitting apparatus of a vehicle comprising a damper mechanism including dampers having spring properties for damping torque variations of an engine and being able to arbitrarily and selectively transmit or cut off a driving power of an engine to wheels characterized in that the power transmitting apparatus further comprises a spring property switching device for arbitrarily switching spring properties of the damper mechanism; and a spring property controller for actuating the spring property switching device to switch the spring properties according to the running state of the vehicle.

A torsional vibration damper that can be arranged in a fluid coupling to downsize a powertrain is provided. The torsional vibration damper has a mass body held in a rotary member in such a manner to be oscillated by torque pulse of the rotary member. The rotary member is arranged in an internal space of a fluid coupling in which a pump impeller, a turbine runner and a predetermined stationary member are held in a casing. A planetary unit that performs a differential action among three rotary elements is arranged in the casing. In the planetary unit, a first rotary element is connected to the stationary member, a second rotary element is connected to the rotary member, and a third rotary element is connected to the turbine runner.