A vehicle comprises a combustion engine, an electric machine, a front axle with front driving wheels, a rear axle with rear driving wheels, at least one electric module, at least one primary power transmission device and at least one secondary power transmission device. The electric machine is connected across the at least one primary power transmission device to at least one driving wheel of a first one of the two axles or separated from the at least one driving wheel of the first one of the two axles. The combustion engine is connected across the at least one primary power transmission device to at least one driving wheel of a second one of the two axles or separated from the at least one driving wheel of the second one of the two axles. The electric machine is connected across the at least one secondary power transmission device to the combustion engine or separated from the combustion engine. Two energy transfer functions are carried out for the vehicle, wherein the electric machine in the energy transfer functions is separated by the at least one primary power transmission device from the at least one driving wheel and it is connected by the at least one secondary power transmission device to the combustion engine, wherein a generator operation is carried out by the electric machine when carrying out a first energy transfer function, wherein mechanical energy of the operating combustion engine is transformed into electrical energy by the electric machine and provided to the at least one electric module, and wherein a motor operation is carried out by the electric machine when carrying out a second energy transfer function, wherein electric energy from the at least one electric module is transformed into mechanical energy by the electric machine and provided to the combustion engine.

A vehicle comprises a combustion engine, an electric machine, a front axle with front driving wheels, a rear axle with rear driving wheels, at least one electric module, at least one primary power transmission device and at least one secondary power transmission device. The electric machine is connected across the at least one primary power transmission device to at least one driving wheel of a first one of the two axles or separated from the at least one driving wheel of the first one of the two axles. The combustion engine is connected across the at least one primary power transmission device to at least one driving wheel of a second one of the two axles or separated from the at least one driving wheel of the second one of the two axles. The electric machine is connected across the at least one secondary power transmission device to the combustion engine or separated from the combustion engine. Two energy transfer functions are carried out for the vehicle, wherein the electric machine in the energy transfer functions is separated by the at least one primary power transmission device from the at least one driving wheel and it is connected by the at least one secondary power transmission device to the combustion engine, wherein a generator operation is carried out by the electric machine when carrying out a first energy transfer function, wherein mechanical energy of the operating combustion engine is transformed into electrical energy by the electric machine and provided to the at least one electric module, and wherein a motor operation is carried out by the electric machine when carrying out a second energy transfer function, wherein electric energy from the at least one electric module is transformed into mechanical energy by the electric machine and provided to the combustion engine.

A vehicle with a hybrid drivetrain including a fuel-fed engine coupled to a first drive axle, an electric motor coupled to a second drive axle and an APU for providing electrical power at stopover locations, and further including a controller for determining a location of the vehicle, a location of a stopover location, determining a target SOC of a battery for operating the APU at the stopover location and operating a hybrid control system to provide the target SOC for the vehicle at the stopover location.

A transfer case having, a transmission mount, an input shaft received through the transmission mount, an electric propulsion motor, a transfer case portion and a transmission portion. The transfer case portion has a transfer case portion input, a first transfer case portion output, a second transfer case portion output, and a power transfer mechanism, the first transfer case portion output being drivingly coupled to the transfer case input portion, the power transfer mechanism drivingly coupling the second transfer case portion output to the first transfer case output portion. the transmission portion has a first coupling, which is selectively operable for drivingly connecting the input shaft to the transfer case portion input, and a second coupling that is selectively operable for drivingly connecting a rotor of the electric propulsion motor to the transfer case portion input.

A transfer case having, a transmission mount, an input shaft received through the transmission mount, an electric propulsion motor, a transfer case portion and a transmission portion. The transfer case portion has a transfer case portion input, a first transfer case portion output, a second transfer case portion output, and a power transfer mechanism, the first transfer case portion output being drivingly coupled to the transfer case input portion, the power transfer mechanism drivingly coupling the second transfer case portion output to the first transfer case output portion. the transmission portion has a first coupling, which is selectively operable for drivingly connecting the input shaft to the transfer case portion input, and a second coupling that is selectively operable for drivingly connecting a rotor of the electric propulsion motor to the transfer case portion input.

A vehicle driving apparatus includes: an engine; a first rotary electric machine; first and second output shafts; a power distribution device for distributing a power between the first and second output shafts; and a control device for controlling an electric-power generation torque of a second rotary electric machine such that a power distribution ratio between the first and second output shafts becomes a target distribution ratio, and controlling a total torque of the engine and the first rotary electric machine such that a requested drive torque is obtained. The control device executes an electric-power consuming control to supply at least a part of a generated electric power generated by the second rotary electric machine, to the first rotary electric machine without via a power storage device, and to drive the first rotary electric machine, such that an operation state of the engine is brought close to a fuel-economy optimum state.

A vehicle driving apparatus includes: an engine; a first rotary electric machine; first and second output shafts; a power distribution device for distributing a power between the first and second output shafts; and a control device for controlling an electric-power generation torque of a second rotary electric machine such that a power distribution ratio between the first and second output shafts becomes a target distribution ratio, and controlling a total torque of the engine and the first rotary electric machine such that a requested drive torque is obtained. The control device executes an electric-power consuming control to supply at least a part of a generated electric power generated by the second rotary electric machine, to the first rotary electric machine without via a power storage device, and to drive the first rotary electric machine, such that an operation state of the engine is brought close to a fuel-economy optimum state.

A hybrid drive train for a vehicle has at least one internal combustion engine with an internal combustion engine drive shaft, in particular a crankshaft, and at least one first electrical machine with a first electrical machine drive shaft. The internal combustion engine and the first electrical machine are designed to transfer a torque to at least one drive axle. A transmission has a transmission input shaft and a transmission output shaft which is operatively connected to a first drive axle that can be driven by the internal combustion engine. The transmission input shaft of the transmission is connected at least to the internal combustion engine drive shaft of the internal combustion engine in order to transfer a torque from the internal combustion engine to the transmission input shaft and further to the first drive axle. The transmission input shaft and the internal combustion engine drive shaft of the internal combustion engine are arranged parallel to each other.

An engine system comprising: a housing having an accommodating cavity; a crankshaft part, a speed change mechanism and a transmission shaft are provided in the accommodating cavity; and a first motor and a second motor are located outside the accommodating cavity and provided on the housing. The crankshaft part is provided in the accommodating cavity and outputs first power. The first motor comprises a first motor shaft which is connected to an output end of the crankshaft part to convert the first power into electric energy. The second motor comprises a second motor shaft and is configured to output second power according to electric energy. The speed change mechanism is drivingly connected to the second motor shaft without connecting the output end of the crankshaft part. The transmission shaft is connected to an output end of the speed change mechanism. Also disclosed is an all-terrain vehicle.

Vehicle designers are largely walking away from internal-combustion engines to battery and electric motors. Until infrastructure is developed to support total electrification, hybrid-electric vehicles (HEVs) which include both an internal combustion engine and an electric machine are a step toward electrification and higher system fuel efficiency while retaining the expected vehicle range. To obtain even higher system fuel efficiency combustion modes that provide higher efficiency than spark-ignition (SI) operation can be used in HEVs. A problem with such combustion modes is that they cannot be used over as wide an operating range as SI operation and transitions among modes is slow and cumbersome. By having the ICE installed into a HEV be a multi-combustion mode engine and having the EM to coordinate mode switches to be smooth, the high fuel-efficiency of alternative combustion modes can be exploited while providing smooth operation expected by vehicle users.