The disclosure provides a cable connection structure of a power control unit that can improve the work efficiency of assembling the power control unit. A power control unit 10 is attached to an upper portion of a motor case 12 that houses a motor. The power control unit 10 has a unit-side terminal 24 connected to a power supply passage inside the power control unit 10. The motor case 12 has a cable-side terminal 20 connected to a power supply cable. The unit-side terminal 24 and the cable-side terminal 20 are arranged to face each other in an up-and-down direction at an abutting portion between a lower surface of the power control unit 10 and an upper surface of the motor case 12. The unit-side terminal 24 and the cable-side terminal 20 are connected to each other via a conductive spring member.

A multi-mode hybrid module includes a fluid coupling, an electric motor and a first clutch. The fluid coupling includes a fluid coupling housing, an impeller drivingly connected to the fluid coupling housing, and a turbine arranged for driving connection to a transmission input shaft. The electric motor includes a nonrotatable stator and a rotatable rotor including a rotor carrier. The first clutch is arranged to drivingly connect the rotor carrier directly to the transmission input shaft. In some example embodiments, the first clutch is a dog clutch. In some example embodiments, the multi-mode hybrid module includes a first clutch actuator. The first clutch has an axially slidable sleeve arranged to selectively rotationally connect the rotor carrier and the transmission input shaft, and the first clutch actuator is arranged to displace the axially slidable sleeve to connect and disconnect the rotor carrier and the transmission input shaft.

A hybrid drive train for a motor vehicle having an internal combustion engine, an electric machine, a first clutch, which is provided for coupling a crankshaft of the internal combustion engine to the rotor, and a second further clutch, which is designed as a wet clutch and which has a clutch cover. A screw connection is provided for non-rotatably connecting the rotor to the clutch cover, which screw connection includes a screw, which is substantially arranged in an axial direction and which at least partially penetrates a connecting piece non-rotatably fastened to the clutch cover.

A mechatronic integrated unit for a vehicle includes a housing including a first chamber and a second chamber located above the first chamber, a first motor disposed in the first chamber, a second motor disposed along a front-rear direction in the first chamber along with the first motor, at least part of the second motor being located above the first motor, and an electric circuit unit that is disposed in the second chamber and is electrically connected to at least one of the first motor or the second motor. A partition wall between the first chamber and the second chamber includes a bulging portion that bulges toward the second chamber from a portion other than the bulging portion and is located above the second motor. At least part of the electric circuit unit faces the bulging portion in the front-rear direction or in a right-left direction.

A vehicle includes an engine, an electric machine, a torque converter, a weldment, an engine disconnect clutch, and a torque converter lockup clutch. The engine has a crankshaft. The electric machine has a rotor. The torque converter has an impeller and a turbine. The weldment is configured to rotate about an axis and to transfer power from the crankshaft and the rotor to the impeller. The weldment has a first hub, a second hub, a torque converter cover, an impeller housing, and a third hub. The engine disconnect clutch is configured to rotatably connect and disconnect the crankshaft to and from the weldment. The torque converter lockup clutch is configured to rotatably connect and disconnect the turbine to and from the weldment.

A vehicle includes an engine, an electric machine, a torque converter, a weldment, an engine disconnect clutch, and a torque converter lockup clutch. The engine has a crankshaft. The electric machine has a rotor. The torque converter has an impeller and a turbine. The weldment is configured to rotate about an axis and to transfer power from the crankshaft and the rotor to the impeller. The weldment has a first hub, a second hub, a torque converter cover, an impeller housing, and a third hub. The engine disconnect clutch is configured to rotatably connect and disconnect the crankshaft to and from the weldment. The torque converter lockup clutch is configured to rotatably connect and disconnect the turbine to and from the weldment.

A transmission including an electric machine, a torque converter and a planetary gearset in a transmission housing that is connected to an engine. A turbine shaft is configured to transfer torque from the engine and the electric machine to the planetary gear set. A disconnect clutch selectively couples the input shaft from the engine to the torque converter housing of the torque converter. The disconnect clutch includes a disconnect clutch piston and a first balance dam. A torque converter clutch selectively connects the torque converter housing to the turbine and the turbine shaft. The torque converter clutch includes a torque converter clutch piston and a second balance dam. Ports in the housing permit automatic transmission fluid to flow between the turbine shaft and the torque converter clutch piston; the turbine shaft and the torque converter clutch piston; and the turbine shaft, the first balance dam, and the second balance dam.

A transmission including an electric machine, a torque converter and a planetary gearset in a transmission housing that is connected to an engine. A turbine shaft is configured to transfer torque from the engine and the electric machine to the planetary gear set. A disconnect clutch selectively couples the input shaft from the engine to the torque converter housing of the torque converter. The disconnect clutch includes a disconnect clutch piston and a first balance dam. A torque converter clutch selectively connects the torque converter housing to the turbine and the turbine shaft. The torque converter clutch includes a torque converter clutch piston and a second balance dam. Ports in the housing permit automatic transmission fluid to flow between the turbine shaft and the torque converter clutch piston; the turbine shaft and the torque converter clutch piston; and the turbine shaft, the first balance dam, and the second balance dam.

A propulsion system for an electric vehicle including an internal combustion engine and an electric machine disposed in a transmission housing that is attached to the engine. An engine vibration damper is disposed between the engine and the electric machine. A torque converter connects the engine to the turbine shaft and is disposed in the housing radially inboard of the windings of the electric machine. A turbine shaft connected to the electric machine is configured to transfer torque from the engine and the electric machine through the turbine shaft to a planetary gear set connected to the turbine shaft. A disconnect clutch is operatively connected between the engine and the electric machine and is disposed in the housing radially inboard the windings of the electric machine and is connected to the turbine shaft.

A resonator having a cavity and an opening is formed. The cavity is formed between a transaxle case and a facing wall, of a first housing case, that faces the transaxle case. The opening is configured such that the cavity is partially opened to a lateral side through the opening. A volume of the cavity and a volume of the opening are set such that a resonance frequency of the resonator is lower than a natural frequency of the facing wall of the first housing case. Since the resonance frequency of the resonator is lower than the natural frequency of the facing wall, even when the facing wall vibrates at the natural frequency, the cavity does not resonate. Hereby, abnormal noise caused from the transaxle can be reduced.