A clutch arrangement for between an engine and a propeller of a drivetrain of a roadable aircraft. The arrangement includes an engine shaft, a propeller shaft, a stationary clutch arrangement housing, and an engagement member which is rotationally locked to and axially slidable relative to propeller shaft. The engagement member includes a first engagement structure for engaging a corresponding engagement structure associated with the engine shaft for setting the clutch arrangement in a propeller propulsion mode, in which rotational propulsion torque is transmitted from the engine shaft to the propeller shaft via the engagement member. The engagement member further includes a second engagement structure for engaging a corresponding engagement structure associated with the clutch arrangement housing for setting the clutch arrangement in a propeller locked mode, in which the propeller shaft is rotationally locked to the clutch arrangement housing by means of the engagement member.

Methods and systems are provided for selectively engaging an electric machine to an electric axle of a vehicle. In one example, a method may include engaging or disengaging the electric machine to a differential of the electric-axle by adjusting pressure in a piston coupled to an axle shaft of the electric-axle via a disconnect clutch.

Methods and systems are provided for selectively engaging an electric machine to an electric axle of a vehicle. In one example, a method may include engaging or disengaging the electric machine to a differential of the electric-axle by adjusting pressure in a piston coupled to an axle shaft of the electric-axle via a disconnect clutch.

Hybrid power train (1) with a low-voltage motor-generator (2), in particular with a 48V motor-generator (2), comprising: an internal combustion engine (3); a clutch (4) operatively connected to the internal combustion engine (3); a drive shaft (5) which at a first end portion is operatively connected to the clutch (4), and which at a second end portion is operatively connected to a gearbox; a low-voltage motor-generator (2) operatively connected to the drive shaft (5); an inverter unit (7) operatively connected to the low-voltage motor-generator (2); an electronic control unit (8); an electric power source (9) operatively connected to the inverter unit (7); wherein the low-voltage motor-generator (2) is arranged in a concentric manner around the drive shaft (5) in such a way as to form a driving connection between a rotor of the low-voltage motor-generator (2) and the drive shaft (5); wherein the low-voltage motor-generator (2), the inverter unit (7) the electric power source (9), and the gearbox are arranged entirely inside a bell housing (10) of the gearbox, and wherein the electronic control unit (8) comprises a) at least one controller arranged in the bellhousing (10) and no controller arranged out of the bellhousing (10); b) two or more controllers, wherein at least one controller is arranged in the bellhousing (10) and at least one controller is arranged out of the bellhousing (10); or c) at least one controller arranged out of the bellhousing (10) and no controller arranged in the bellhousing (10).

A method for operating a hybrid drive train of a motor vehicle includes: starting the motor vehicle solely with the aid of an electric machine; engaging a torque converter lockup clutch for rotationally fixing an impeller of a torque converter to a turbine wheel of the torque converter, wherein the turbine wheel is rotationally fixed to the electric machine; and engaging a clutch in order to drivingly connect the impeller to a motor vehicle drive unit, in order to start the motor vehicle drive unit.

A method for operating a hybrid drive train of a motor vehicle includes: starting the motor vehicle solely with the aid of an electric machine; engaging a torque converter lockup clutch for rotationally fixing an impeller of a torque converter to a turbine wheel of the torque converter, wherein the turbine wheel is rotationally fixed to the electric machine; and engaging a clutch in order to drivingly connect the impeller to a motor vehicle drive unit, in order to start the motor vehicle drive unit.

A control apparatus for a hybrid electric vehicle that includes (i) an engine, (ii) a first electric motor, (iii) a second electric motor, (iv) first wheels, (v) second wheels and (vi) an engagement device disposed between the engine/first electric motor and the first wheels. The engagement device establishes and cuts off transmission of a power of the engine/first electric motor to the first wheels, by connecting and disconnecting between an input rotary member and an output rotary member. During running of the vehicle in a running mode in which the engagement device is released and the vehicle is caused to run by a power of the second electric motor, it is determined whether the engagement device is being released or not, based on (a) a rotational speed difference between the input and output rotary members and (b) a rotational state of the engine or the first electric motor.

A control apparatus for a hybrid electric vehicle that includes (i) an engine, (ii) a first electric motor, (iii) a second electric motor, (iv) first wheels, (v) second wheels and (vi) an engagement device disposed between the engine/first electric motor and the first wheels. The engagement device establishes and cuts off transmission of a power of the engine/first electric motor to the first wheels, by connecting and disconnecting between an input rotary member and an output rotary member. During running of the vehicle in a running mode in which the engagement device is released and the vehicle is caused to run by a power of the second electric motor, it is determined whether the engagement device is being released or not, based on (a) a rotational speed difference between the input and output rotary members and (b) a rotational state of the engine or the first electric motor.

The vehicle includes an internal combustion engine having a crankshaft, a motor generator having an output shaft, a clutch, a water pump, a coolant temperature sensor, and a controller. The clutch is located between the crankshaft and the output shaft. The water pump is configured to pump the coolant in conjunction with rotation of the crankshaft. The coolant temperature sensor is configured to detect a coolant temperature of the internal combustion engine. The clutch is switchable between an engaged state and a disengaged state. The controller includes processing circuitry. When a predetermined condition is satisfied, the processing circuitry is capable of executing an engine stopping process of bringing the clutch into the disengaged state and stopping operation of the internal combustion engine. The predetermined condition includes that the coolant temperature detected by the coolant temperature sensor is equal to or lower than a first temperature.

The vehicle includes an internal combustion engine having a crankshaft, a motor generator having an output shaft, a clutch, a water pump, a coolant temperature sensor, and a controller. The clutch is located between the crankshaft and the output shaft. The water pump is configured to pump the coolant in conjunction with rotation of the crankshaft. The coolant temperature sensor is configured to detect a coolant temperature of the internal combustion engine. The clutch is switchable between an engaged state and a disengaged state. The controller includes processing circuitry. When a predetermined condition is satisfied, the processing circuitry is capable of executing an engine stopping process of bringing the clutch into the disengaged state and stopping operation of the internal combustion engine. The predetermined condition includes that the coolant temperature detected by the coolant temperature sensor is equal to or lower than a first temperature.