A hybrid power module efficiently delivers both hydraulic power and electric power. The hybrid power module may regenerate and store energy for later use. The module includes and engine and an electric motor for driving a hydraulic pump. The electric motor is operable as a starter motor for the engine and as an assist motor cooperating with the engine to power the hydraulic pump to improve dynamic response of the hydraulic pump. The module also includes an electric power source which may have an energy storage unit, and the electric motor may be operated as an electric generator providing electric energy to the energy storage unit.

A hybrid power module efficiently delivers both hydraulic power and electric power. The hybrid power module may regenerate and store energy for later use. The module includes and engine and an electric motor for driving a hydraulic pump. The electric motor is operable as a starter motor for the engine and as an assist motor cooperating with the engine to power the hydraulic pump to improve dynamic response of the hydraulic pump. The module also includes an electric power source which may have an energy storage unit, and the electric motor may be operated as an electric generator providing electric energy to the energy storage unit.

A hybrid electric/combustion propulsion/electric generator apparatus comprising: a driven shaft mating mechanism; a hub mating mechanism; an electric machine operable as an electric motor or generator, comprising a rotor comprising a drum; a clutch mechanism, comprising first and second mating mechanisms, axially slidable and engaged with the drum/rotor; and a selection mechanism for sliding the clutch mechanism into a start position (wherein the electric motor can rotate the centrifugal clutch to rotate the driving shaft), a neutral position (wherein rotation of the drum/rotor operates the electric machine as the generator), or a drive position, wherein the apparatus is operable in either a pure electric drive mode (electric motor drives the driven shaft clockwise or counter clockwise while the centrifugal clutch is disengaged), or a hybrid drive mode (engine and electric motor drive the driven shaft) or a propulsion/generation mode (engine drives the driven shaft and generator produces electricity).

A multi-mode continuously variable transmission with both speed coupling and torque coupling includes an engine-power input assembly, a hydraulic transmission assembly, a motor transmission assembly, a planetary gear assembly, an output member, a clutch assembly, and a brake assembly, wherein an output end of the planetary gear assembly is connected to the output member, the clutch assembly connects the engine-power input assembly, the hydraulic transmission assembly, and the motor transmission assembly to an input end of the planetary gear assembly, and the clutch assembly connects the engine-power input assembly to the hydraulic transmission assembly; and the clutch assembly and the brake assembly provide a continuously changing transmission ratio between the engine-power input assembly or/and the motor transmission assembly and the output member.

A power transmission includes first and second clutches for switching a transmission path for a driving force. A work vehicle includes a clutch controlling unit and an engine controlling unit. The clutch controlling unit is configured to determine which of first and second modes the transmission path is switched into based on which of a range of greater than or equal to a mode switching threshold and a range of less than or equal to the mode switching threshold a speed ratio parameter falls into, and is configured to output a clutch command signal causing one of the first and second clutches to be engaged corresponding to the determined mode. The engine controlling unit is configured to apply an offset to a rotational speed of an input shaft such that after switching into the determined mode, the speed ratio parameter deviates from the mode switching threshold in the switched mode.

A multimode clutch may be adapted for selectively connecting and disconnecting front and/or rear axles from respective internal combustion engine and electric motor powertrains connected to such front and rear driving axles in a through-the-road hybrid vehicle. For example, the engine may be part of a front axle driven powertrain connected to the front wheels, while the motor may be part of a separate rear axle driven powertrain connected to the rear wheels, or vice versa. By selective disconnection of an axle not being actively driven, a real time reduction in parasitic losses may be achieved, leading to higher overall operating efficiencies. The multimode clutch offers greater flexibility over the use of standard friction clutches; each multimode clutch may provide four distinct operational modes for accommodating a wide diversity of driving conditions. For example, bi-rotational freewheeling of the rear axle may occur whenever the motor is not in use.

A multimode clutch may be adapted for selectively connecting and disconnecting front and/or rear axles from respective internal combustion engine and electric motor powertrains connected to such front and rear driving axles in a through-the-road hybrid vehicle. For example, the engine may be part of a front axle driven powertrain connected to the front wheels, while the motor may be part of a separate rear axle driven powertrain connected to the rear wheels, or vice versa. By selective disconnection of an axle not being actively driven, a real time reduction in parasitic losses may be achieved, leading to higher overall operating efficiencies. The multimode clutch offers greater flexibility over the use of standard friction clutches; each multimode clutch may provide four distinct operational modes for accommodating a wide diversity of driving conditions. For example, bi-rotational freewheeling of the rear axle may occur whenever the motor is not in use.

A selectable one-way clutch comprises inside clutch elements and outside clutch elements. The inside clutch elements include: an inside pocket plate where inside pawl members are held; an inside notch plate where inside recesses to engage with the inside pawl members are formed; and an inside selector plate disposed between the inside pocket plate and the inside notch plate. The outside clutch elements include: an outside pocket plate where outside pawl members are formed; an outside notch plate where outside recesses to engage with the outside pawl members are formed; and an outside selector plate disposed between the outside pocket plate and the outside notch plate. The inside clutch elements and the outside clutch elements are disposed concentrically using one axial line as a center.

An engine clutch control apparatus of a hybrid vehicle is provided. The apparatus includes an engine clutch that is disposed between an engine and a drive motor to selectively connect the engine and the drive motor and an integrated starter-generator that is connected with the engine to start the engine or to generate electricity. A vehicle controller releases or couples the engine clutch to implement a driving mode and determines a chargeable torque and an engine target estimation torque based on a generator rotation speed of the integrated starter-generator. An engine target torque and a charge torque are set based on the chargeable torque and a clutch input torque is generated using at least one of the engine target torque, an engine friction torque, and the charge torque. The engine clutch is then released when the clutch input torque is less than a reference value.

An engine clutch control apparatus of a hybrid vehicle is provided. The apparatus includes an engine clutch that is disposed between an engine and a drive motor to selectively connect the engine and the drive motor and an integrated starter-generator that is connected with the engine to start the engine or to generate electricity. A vehicle controller releases or couples the engine clutch to implement a driving mode and determines a chargeable torque and an engine target estimation torque based on a generator rotation speed of the integrated starter-generator. An engine target torque and a charge torque are set based on the chargeable torque and a clutch input torque is generated using at least one of the engine target torque, an engine friction torque, and the charge torque. The engine clutch is then released when the clutch input torque is less than a reference value.