The embodiments disclose a method including transferring kinetic energy from a kinetic energy source to a flywheel storage device system, transferring all or a portion of the kinetic energy stored to a continually variable transmission planetary gear system, integrating a multiple axis mechanism kinetic energy transference device to the continually variable transmission planetary gear system, integrating multiple speed governors in the multiple axis mechanism kinetic energy transference device, coupling a computer controlled module to each of the speed governors, processing operational data with the computer controlled modules to determine a measured most efficient use of the kinetic energy for each operation, transmitting the operation measured most efficient use amount of the kinetic energy from the computer controlled module to the corresponding speed governor, transferring the amount of the kinetic energy through gears and output shafts/drive shafts to serve operations and storing surplus kinetic energy not needed for operations in the flywheel storage system.

A hybrid vehicle includes an engine that drives first wheel, and a motor that drives second wheel. The hybrid vehicle includes (1) a minute speed launch support mode where the hybrid vehicle is driven only by the motor as a drive source, (2) a sudden launch support mode where the hybrid vehicle is driven by the engine and motor as the drive source, and (3) a smooth launch support mode where the hybrid vehicle is driven only by the motor as the drive source in an early stage, is driven by the engine and motor in a middle stage, and is driven only by the engine in a late stage, and if an operation amount of an acceleration instruction unit is not 0 or is substantially not 0, any one of the support modes is executed according to an operation status of the acceleration instruction unit.

A hybrid vehicle includes an engine that drives first wheel, and a motor that drives second wheel. The hybrid vehicle includes (1) a minute speed launch support mode where the hybrid vehicle is driven only by the motor as a drive source, (2) a sudden launch support mode where the hybrid vehicle is driven by the engine and motor as the drive source, and (3) a smooth launch support mode where the hybrid vehicle is driven only by the motor as the drive source in an early stage, is driven by the engine and motor in a middle stage, and is driven only by the engine in a late stage, and if an operation amount of an acceleration instruction unit is not 0 or is substantially not 0, any one of the support modes is executed according to an operation status of the acceleration instruction unit.

Provided is a continuously variable transmission, comprising an outer shell (1), wherein a middle shell (101) is provided in the middle of the outer shell (1), two sides of the middle shell (101) are respectively provided with a first end cover (102) and a second end cover (103), a third shaft (12) is arranged in the middle of the first end cover (102) in a penetrating manner, the third shaft (12) is connected to a bucket-wheel sun gear (501), the inside of the third shaft (12) is a hollow structure, a second shaft (11) is arranged in the middle of the second end cover (103) in a penetrating manner, the second shaft (11) is connected to a second sun gear (401), the middle of a first sun gear (301) is fixedly provided with a first shaft (10), the first shaft (10) passes through the third shaft (12), the inside of which is a hollow structure, in a penetrating manner, and the radius of rotation of a bucket-wheel planetary gear (502) rotating around the bucket-wheel sun gear (501) is greater than the radius of rotation of a second planetary gear (402) rotating around the second sun gear (401) and the radius of rotation of a first planetary gear (302) rotating around the first sun gear (301). The continuously variable transmission solves the technical problems of it being difficult, when a continuously variable transmission is applied to hybrid power transmission, to achieve arrangement in the same axis and complicated hybrid power assembly structure when a first shaft is connected to an engine or an output device and a third shaft is connected to an electric motor and can be widely applied to the field of transmission.

Provided is a continuously variable transmission, comprising an outer shell (1), wherein a middle shell (101) is provided in the middle of the outer shell (1), two sides of the middle shell (101) are respectively provided with a first end cover (102) and a second end cover (103), a third shaft (12) is arranged in the middle of the first end cover (102) in a penetrating manner, the third shaft (12) is connected to a bucket-wheel sun gear (501), the inside of the third shaft (12) is a hollow structure, a second shaft (11) is arranged in the middle of the second end cover (103) in a penetrating manner, the second shaft (11) is connected to a second sun gear (401), the middle of a first sun gear (301) is fixedly provided with a first shaft (10), the first shaft (10) passes through the third shaft (12), the inside of which is a hollow structure, in a penetrating manner, and the radius of rotation of a bucket-wheel planetary gear (502) rotating around the bucket-wheel sun gear (501) is greater than the radius of rotation of a second planetary gear (402) rotating around the second sun gear (401) and the radius of rotation of a first planetary gear (302) rotating around the first sun gear (301). The continuously variable transmission solves the technical problems of it being difficult, when a continuously variable transmission is applied to hybrid power transmission, to achieve arrangement in the same axis and complicated hybrid power assembly structure when a first shaft is connected to an engine or an output device and a third shaft is connected to an electric motor and can be widely applied to the field of transmission.

A vehicle running mode control method may include detecting, by a mode controller, a mode switching from an electric vehicle mode (EV mode) to a hybrid electric vehicle mode (HEV mode) while a vehicle runs; and performing a continuously variable transmission (CVT) cooperative mode switching control in which a drive motor is connected to an engine by engaging a clutch by operating the CVT.

A hybrid power train structure for off-road vehicles (ATVs, UTVs and SSVs) uses an internal combustion engine (“ICE”) rotating a crankshaft through a continuously variable transmission (“CVT”) as a primary source of locomotion torque, but also includes a driving/generator motor which, in certain established conditions, can either provide an additional or alternative source of locomotion torque or can harvest electricity from the torque created by the internal combustion engine. The driving/generator motor is an axial flux motor of small size for its relative torque output, which can either be directly coupled to the CVT output shaft or, when additionally used as a starter motor for the ICE in an automatic ICE starting and stopping routine.

A hybrid power train structure for off-road vehicles (ATVs, UTVs and SSVs) uses an internal combustion engine (“ICE”) rotating a crankshaft through a continuously variable transmission (“CVT”) as a primary source of locomotion torque, but also includes a driving/generator motor which, in certain established conditions, can either provide an additional or alternative source of locomotion torque or can harvest electricity from the torque created by the internal combustion engine. The driving/generator motor is an axial flux motor of small size for its relative torque output, which can either be directly coupled to the CVT output shaft or, when additionally used as a starter motor for the ICE in an automatic ICE starting and stopping routine.

A hybrid driveline assembly that includes a mode clutch, a driving member and a mode clutch shift fork is provided. The mode clutch dog has a first portion that is selectively coupled to a rotation of a first shaft. The first shaft is coupled to receive torque from a first type of motor. The mode clutch dog further has a second portion that is coupled to a rotation of a second shaft. The second shaft is coupled to receive torque from a second different type of motor. The driving member has a first end that is selectively coupled to the mode dog clutch to selectively lock rotation of the driving member with rotation of the mode clutch dog. The driving member further includes at least one gear. The mode clutch shift fork is engaged with the mode clutch dog to selectively manipulate a position of the mode clutch dog.

A hybrid driveline assembly that includes a mode clutch, a driving member and a mode clutch shift fork is provided. The mode clutch dog has a first portion that is selectively coupled to a rotation of a first shaft. The first shaft is coupled to receive torque from a first type of motor. The mode clutch dog further has a second portion that is coupled to a rotation of a second shaft. The second shaft is coupled to receive torque from a second different type of motor. The driving member has a first end that is selectively coupled to the mode dog clutch to selectively lock rotation of the driving member with rotation of the mode clutch dog. The driving member further includes at least one gear. The mode clutch shift fork is engaged with the mode clutch dog to selectively manipulate a position of the mode clutch dog.