The invention can be applied to its specific vehicle types. Control unit (16) adjusts the shaft rotation speed of electric motor 1(13) and electric motor 2(15) in accordance with driving control data (17). While electric motor 1(13) is responsible for forward-backward motion of the vehicle, electric motor 2(15) provides right-left cornering to the vehicle. This cornering is made possible with the change in rotational speed between side wheels (2,3). Directional control via the side wheels (2,3) will not be sufficient for vehicle control at high speeds. For this purpose, a hydraulic system functioning dependent to the side wheels (2,3) is formed. The pulling force generated between the hydraulic cylinder (20) and the end of the hydraulic piston rod (20a) is used to control the direction of the front wheel (1) and/or rear wheel (4) of the vehicle.

The invention relates to a hybrid power drive system, comprising: an internal combustion engine having a crankshaft; a first electric motor (14), wherein the first electric motor (14) is an outer rotor electric motor, and comprises an outer rotor (14.2) that is rigidly connected to the crankshaft and rotates together with the crankshaft; a transmission (15) comprising an input shaft (20); and a clutch (18) that is provided between the first electric motor (14) and the transmission (15), and is connected to the input shaft (20) of the transmission. The clutch (18) is configured to be capable of switching between the following positions: an engagement position where the clutch (18) is engaged with the outer rotor (14.2); and a separation position where the clutch (18) is separated from the outer rotor (14.2). The present system is simple in structure, high in efficiency, and low in manufacturing and maintenance costs.

A drive device includes a motor and an inverter. A motor axis is parallel to an output axis. The inverter is located in a second direction orthogonal to a first direction with respect to the motor axis and extends in a third direction orthogonal to the first and second directions. When viewed from the first direction, a virtual straight line passing through the axes extends in the third direction. An inverter housing portion overlaps the axes when viewed from the second direction, and has a boundary wall on the virtual straight line side in the second direction. In the second direction, a distance between the boundary wall and the output axis is smaller than a distance between the boundary wall and the motor axis. A motor side connection portion has a portion closer to the side opposite to the output axis than the motor axis in the third direction.

A multipurpose vehicle includes an engine, a travel transmission device, a continuously variable transmission device, and a spacer housing capable of becoming attached to and detached from the engine, the continuously variable transmission device, and the travel transmission device. The spacer housing contains an engine output shaft, a transmission device input shaft of the continuously variable transmission device, a first connecting portion connecting the engine output shaft with the transmission device input shaft in an interlocking manner, a transmission device output shaft of the continuously variable transmission device, a transmission input shaft of the travel transmission device, and a second connecting portion connecting the transmission device output shaft with the transmission input shaft in an interlocking manner.

Proposed is a transmission mount for a vehicle in which the structure of an upper insert and a lower insert integrated with a single bridge among components of the transmission mount is improved to reduce the static stiffness in the right-left direction (i.e., the Y direction) of the transmission mount. The strength of the transmission mount in the front-rear direction (i.e., the X direction) and the static stiffness in the top-bottom direction (i.e., the Z direction) is reinforced so that the pitching motion and the vertical bounce behavior of the transmission may be efficiently controlled. Accordingly, booming noise caused by the rolling motion of the transmission is minimized, thereby improving NVH performance and meeting driving performance.

Proposed is a transmission mount for a vehicle in which the structure of an upper insert and a lower insert integrated with a single bridge among components of the transmission mount is improved to reduce the static stiffness in the right-left direction (i.e., the Y direction) of the transmission mount. The strength of the transmission mount in the front-rear direction (i.e., the X direction) and the static stiffness in the top-bottom direction (i.e., the Z direction) is reinforced so that the pitching motion and the vertical bounce behavior of the transmission may be efficiently controlled. Accordingly, booming noise caused by the rolling motion of the transmission is minimized, thereby improving NVH performance and meeting driving performance.

A transmission mount of a rear wheel drive vehicle may increase both vibrational noise performance and collision performance of the vehicle.

A transmission mount of a rear wheel drive vehicle may increase both vibrational noise performance and collision performance of the vehicle.

In at least some implementations, a powertrain assembly, includes a combustion engine arranged to propel a vehicle, an electric motor arranged to propel a vehicle, a transmission coupled to the combustion engine and having a transmission housing and an output, an exhaust assembly coupled to the combustion engine, a drivetrain component driven for rotation by the output, multiple wires connected to the electric motor, and a housing. The housing has a first housing part and a second housing part that are coupled together to define an interior between them. At least one of the first housing part and the second housing part is coupled to the transmission housing, the wires are received within the interior and the housing is received between the transmission housing and both a portion of the exhaust assembly and a portion of the drivetrain component.

A transmission assembly includes a common ring gear assembly, a first sun gear, a first planet carrier, a second sun gear and a second planet carrier. A set of planet gears of each one of the first and second planet carriers meshing with the common ring gear assembly. The set of planet gears of the first planet carrier meshing with the first sun gear and the set of planet gears of the second planet carrier meshing with the second sun gear. The transmission assembly further includes a transmission housing.

The second sun gear is adapted to be connected to a transmission input shaft;

the common ring gear assembly is adapted to be connected to a transmission output shaft, and

the second planet carrier and the first sun gear are operatively connected to each other.