A hybrid drive module is disclosed. An exemplary embodiment of the present invention provides a hybrid drive module that selectively transmits torque transmitted from an engine and a motor to a transmission including a housing disposed between the engine and the transmission, a drive shaft rotatably mounted inside the housing in a radial direction with its one end portion toward the engine based on an axial direction protruding from the housing and to which torque of the engine is inputted, a rotor hub provided within the housing and mounted with a rotor of the motor on its radially outer side, and in which a hub plate part integrally extending toward the drive shaft and rotatably connected to the other end portion of the drive shaft toward the transmission based on the axial direction is formed on its radially inner side, a rotor hub ridge, an inner circumferential surface of which is rotatably supported by the housing based on the radial direction and an external circumferential surface of which is fixed to the rotor hub based on the axial direction at the side of the engine, an engine clutch disposed at the engine side in the axial direction with the hub plate part interposed therebetween, and configured to directly connect the drive shaft and the rotor hub to selectively transmit the torque of the engine to the rotor hub, and a torque converter disposed at the side of the transmission in the axial direction with the hub plate part interposed therebetween to be connected to the rotor hub, and configured to multiply the torque of the engine, torque of the motor, or the torque of the engine and the motor when a vehicle is initially driven, or to transmit it to the transmission in a ratio of 1:1, wherein at least one fluid groove for supplying an operating fluid to the rotor to cool the rotor between the rotor hub and the engine clutch is formed on a surface of the hub plate part toward the engine clutch based on the axial direction.

A hybrid all-wheel-drive vehicle includes an engine, first and second motor generators, a first clutch between the second motor generator and a front wheel, a second clutch between the second motor generator and a rear wheel, and a control unit that controls, based on a vehicle traveling state, the engine, the motor generators, and the clutches. The first motor generator is coupled to the engine and the front wheel in a manner capable of transmitting torque. During regeneration, the control unit engages the first clutch and disengages the second clutch. When the all-wheel-drive vehicle shifts from motor traveling to hybrid traveling, the control unit restarts the engine by operating the first motor generator and regulates engagement forces of the clutches and output torque of the second motor generator to compensate driving torque of the front wheel by the second motor generator while maintaining driving torque of the rear wheel.

A hybrid all-wheel-drive vehicle includes an engine, first and second motor generators, a first clutch between the second motor generator and a front wheel, a second clutch between the second motor generator and a rear wheel, and a control unit that controls, based on a vehicle traveling state, the engine, the motor generators, and the clutches. The first motor generator is coupled to the engine and the front wheel in a manner capable of transmitting torque. During regeneration, the control unit engages the first clutch and disengages the second clutch. When the all-wheel-drive vehicle shifts from motor traveling to hybrid traveling, the control unit restarts the engine by operating the first motor generator and regulates engagement forces of the clutches and output torque of the second motor generator to compensate driving torque of the front wheel by the second motor generator while maintaining driving torque of the rear wheel.

A hybrid drive sub-assembly for a vehicle, including primary toothed wheels, secondary toothed wheels capable of being coupled to a secondary shaft, an intermediate shaft to which intermediate toothed wheels are rigidly connected for rotation therewith, the primary toothed wheel(s) and the secondary toothed wheel(s) each permanently meshing with a corresponding toothed wheel of the intermediate toothed wheels. This hybrid sub-assembly is provided with a motorized module including a reversible electric machine, an interface for connection to the intermediate shaft, a speed reducer, a power take-off member and a dual clutch mechanism capable of coupling and uncoupling the power take-off member to and from the reversible electric machine and the intermediate shaft.

A hybrid drive sub-assembly for a vehicle, including primary toothed wheels, secondary toothed wheels capable of being coupled to a secondary shaft, an intermediate shaft to which intermediate toothed wheels are rigidly connected for rotation therewith, the primary toothed wheel(s) and the secondary toothed wheel(s) each permanently meshing with a corresponding toothed wheel of the intermediate toothed wheels. This hybrid sub-assembly is provided with a motorized module including a reversible electric machine, an interface for connection to the intermediate shaft, a speed reducer, a power take-off member and a dual clutch mechanism capable of coupling and uncoupling the power take-off member to and from the reversible electric machine and the intermediate shaft.

Systems and methods of controlling a clutch in a hybrid vehicle with a manual transmission, are provided. With the goal of enabling autonomous/assisted clutch control in a hybrid vehicle, while preserving the familiar mechanical feeling at the clutch pedal that driving enthusiasts prefer, embodiments of the disclosed technology use a shuttle valve to blend control of clutch engagement between a driver and an ECU. In these embodiments, a clutch pedal in the vehicle may be mechanically connected to a piston in a first hydraulic cylinder (just like in a traditional mechanical/hydraulic clutch actuation system), and an ECU may actuate a second hydraulic cylinder. Accordingly, a shuttle valve may be used to route the fluid coming from the cylinder with the greater pressure (i.e. the driver actuated cylinder or the ECU actuated cylinder), to a third hydraulic cylinder which adjusts engagement of a clutch by a mechanical linkage.

Systems and methods of controlling a clutch in a hybrid vehicle with a manual transmission, are provided. With the goal of enabling autonomous/assisted clutch control in a hybrid vehicle, while preserving the familiar mechanical feeling at the clutch pedal that driving enthusiasts prefer, embodiments of the disclosed technology use a shuttle valve to blend control of clutch engagement between a driver and an ECU. In these embodiments, a clutch pedal in the vehicle may be mechanically connected to a piston in a first hydraulic cylinder (just like in a traditional mechanical/hydraulic clutch actuation system), and an ECU may actuate a second hydraulic cylinder. Accordingly, a shuttle valve may be used to route the fluid coming from the cylinder with the greater pressure (i.e. the driver actuated cylinder or the ECU actuated cylinder), to a third hydraulic cylinder which adjusts engagement of a clutch by a mechanical linkage.

A method and system for operating a transmission that includes two power take off devices is described. In one example, an internal combustion engine and/or an electric machine may supply power to accessory devices via first and second power take off devices. Alternatively, power may be delivered to the transmission via one or both of the first and second power take off devices.

The invention relates to a method for determining a characteristic curve of a hybrid separating clutch of a hybrid vehicle without a test stand, wherein the hybrid separating clutch separates or connects an internal combustion engine and an electric motor and the hybrid separating clutch is slowly actuated on the basis of a position which the hybrid separating clutch assumes in an unactuated state, and a clutch characteristic curve is determined as a function of a clutch torque over a path of the hybrid separating clutch. In a method by which a characteristic curve of the hybrid separating clutch can be reliably defined without a test stand, a clutch torque which underlies the characteristic curve of the hybrid separating clutch is determined from the torque of the internal combustion engine in the case of a running internal combustion engine and a motion state of the electric motor which brakes the internal combustion engine while the hybrid separating clutch is moving.

The invention relates to a method for determining a characteristic curve of a hybrid separating clutch of a hybrid vehicle without a test stand, wherein the hybrid separating clutch separates or connects an internal combustion engine and an electric motor and the hybrid separating clutch is slowly actuated on the basis of a position which the hybrid separating clutch assumes in an unactuated state, and a clutch characteristic curve is determined as a function of a clutch torque over a path of the hybrid separating clutch. In a method by which a characteristic curve of the hybrid separating clutch can be reliably defined without a test stand, a clutch torque which underlies the characteristic curve of the hybrid separating clutch is determined from the torque of the internal combustion engine in the case of a running internal combustion engine and a motion state of the electric motor which brakes the internal combustion engine while the hybrid separating clutch is moving.