A driveline includes an engine, a transmission configured to couple to an axle of the electrified military vehicle, a tractive motor coupled to the transmission, an engine clutch positioned between the engine and the tractive motor, and an accessory drive. The accessory drive includes an accessory motor, an accessory clutch including a first portion and a second portion, an accessory coupled to the first portion, a first belt coupling the first portion to the accessory motor, and a second belt coupling the second portion to the engine.

A military vehicle including a chassis, an engine, a motor/generator, and an energy storage system. The chassis including a passenger capsule including a rear wall, and a rear module coupled to the passenger capsule. The rear module including a rear subframe assembly, a left rear wheel well, a right rear wheel well, and a bed. The engine coupled to the chassis for providing mechanical power to the military vehicle and the motor/generator coupled to the engine. The energy storage system including a lower support coupled to the bed, a lower isolator mount coupled to the lower support, a battery electrically coupled to the motor/generator and coupled to the isolation mounts such that the weight of the battery is supported via the lower isolator mount and the lower support, a bracket coupled to the battery, and an upper isolator mount coupling the bracket to the rear wall of the passenger capsule.

A military vehicle includes a chassis, a front axle, a rear axle, an energy storage system, a first driver, a transmission, and a second driver. The chassis includes a passenger capsule, a front module coupled to the passenger capsule, and a rear module coupled to the passenger capsule. The passenger capsule defines a tunnel extending longitudinally along a bottom thereof. The front axle is coupled to the front module. The rear axle is coupled to the rear module. The first driver is supported by the front module. The transmission is positioned within the tunnel and coupled to the front axle and/or the rear axle. The second driver is at least partially positioned within the tunnel and positioned between the first driver and the transmission. The second driver includes a motor/generator coupled to the transmission and a clutch positioned to selectively couple the first driver to the motor/generator.

A driveline for a military vehicle includes a driver. The driver includes a housing, a motor/generator, and a clutch. The housing includes an engine mount configured to couple to an engine and a backing plate configured to couple to a transmission. The motor/generator is disposed within the housing and configured to couple to an input of the transmission. The clutch is disposed within the housing and coupled to the motor/generator. The clutch is configured to selectively couple an output of the engine to the motor/generator. The clutch is spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto.

A driveline for a military vehicle includes a driver. The driver includes a housing, a motor/generator, and a clutch. The housing includes an engine mount configured to couple to an engine and a backing plate configured to couple to a transmission. The motor/generator is disposed within the housing and configured to couple to an input of the transmission. The clutch is disposed within the housing and coupled to the motor/generator. The clutch is configured to selectively couple an output of the engine to the motor/generator. The clutch is spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto.

A vehicle travel control device includes: a control section controlling operation of a motor generator and a power storage device. The control section performs SOC reduction control based on determination that while the own vehicle is traveling on a travel scheduled route, a section is present in which a predetermined amount of regenerative power generation by the motor generator in the own vehicle exceeds an SOC upper limit value. The SOC reduction control reduces a current SOC of the power storage device by setting an SOC lower limit value as a lower limit, to recover all electric power generated by the regenerative power generation. The control section performs efficiency priority travel based on determination that the predetermined amount of regenerative power generation is not actually expected to be available. The efficiency priority travel places priority on vehicle fuel economy or electric power efficiency.

A vehicle travel control device includes: a control section controlling operation of a motor generator and a power storage device. The control section performs SOC reduction control based on determination that while the own vehicle is traveling on a travel scheduled route, a section is present in which a predetermined amount of regenerative power generation by the motor generator in the own vehicle exceeds an SOC upper limit value. The SOC reduction control reduces a current SOC of the power storage device by setting an SOC lower limit value as a lower limit, to recover all electric power generated by the regenerative power generation. The control section performs efficiency priority travel based on determination that the predetermined amount of regenerative power generation is not actually expected to be available. The efficiency priority travel places priority on vehicle fuel economy or electric power efficiency.

A rotor support member includes: a tubular portion having a tubular shape extending along an axial direction and supporting a rotor of a rotary electric machine; and a flange portion provided to extend along a radial direction on an inner side in radial direction with respect to tubular portion at a position adjacent to a first engagement device on a first side in the axial direction, and connected to tubular portion. The flange portion includes a cylinder forming portion protruding to first side in the axial direction so as to form a cylinder portion on which a first piston portion of the first engagement device slides. A rotation sensor includes a rotating body supported by an outer peripheral surface of cylinder forming portion on an outer side in the radial direction, and a fixed body disposed on the outer side in the radial direction with respect to the rotating body.

A rotor support member includes: a tubular portion having a tubular shape extending along an axial direction and supporting a rotor of a rotary electric machine; and a flange portion provided to extend along a radial direction on an inner side in radial direction with respect to tubular portion at a position adjacent to a first engagement device on a first side in the axial direction, and connected to tubular portion. The flange portion includes a cylinder forming portion protruding to first side in the axial direction so as to form a cylinder portion on which a first piston portion of the first engagement device slides. A rotation sensor includes a rotating body supported by an outer peripheral surface of cylinder forming portion on an outer side in the radial direction, and a fixed body disposed on the outer side in the radial direction with respect to the rotating body.

Since a supercharging pressure from a supercharger decreases when an actual rotation speed difference is equal to or less than a margin rotation speed difference, a response delay of an engine torque due to a response delay of the supercharging pressure in a high rotation curbing control unit can be appropriately curbed. A shortage of the engine torque with respect to a required engine torque due to a decrease in the supercharging pressure by a supercharging pressure decreasing unit is compensated for using an torque of a second rotary machine. Accordingly, it is possible to curb a decrease in power performance due to a decrease in the supercharging pressure and to prevent an engine rotation speed from falling into a high-rotation state in which the engine rotation speed exceeds a maximum rotation speed.