A power transmission device for a hybrid vehicle may include: a cover part mounted on a vehicle body; two motor parts embedded in the cover part; two rotor parts mounted in the respective motor parts and rotated; a transfer part selectively connected to the rotor part; a torsion damper part coupled to the transfer part; a clutch part configured to selectively connect any one of the rotor parts to the transfer part; and an output part connected to the clutch part and configured to discharge power to a transmission, wherein any one of the rotor parts is connected to the torsion damper part.

A power transmission device for a hybrid vehicle may include: a cover part mounted on a vehicle body; two motor parts embedded in the cover part; two rotor parts mounted on the respective motor parts and rotated; a torsion damper part coupled to any one of the rotor parts, and connected to an engine part; a transfer part rotatably connected to the torsion damper part; a clutch part configured to selectively connect the other one of the rotor parts to the transfer part; and an output part connected to the clutch part, and configured to discharge power to a transmission.

A control unit for a hybrid drive of a vehicle is provided. The hybrid drive includes an internal combustion engine and an electric machine. The hybrid drive is designed in such a way that the electric machine is used for providing a drive torque of the vehicle and for starting the internal combustion engine. The control unit is configured to predict a start time, at which at least a part of the total power of the electric machine is available for a starting process of the internal combustion engine. Furthermore, the control unit is configured to start the internal combustion engine at the predicted start time by way of the electric machine.

A starting protector for an all-terrain vehicle is provided and includes a shaft, a driven wheel fitted over the shaft and comprising a tooth portion, a sleeving portion and a locking portion, and the tooth portion being configured to be connected with an engine; a driving wheel fitted over the sleeving portion, one side of the driving wheel being attached to the tooth portion, and the driving wheel being configured to be connected with a starting motor; a friction piece fitted over the sleeving portion and being in synchronous rotation with the sleeving portion, the friction piece being attached to the other side of the driving wheel, and when starting torque of the engine exceeds a preset value, the driving wheel and the friction piece slipping relatively; and a compressing assembly fitted over the sleeving portion and the locking portion to compress the friction piece and the driving wheel.

A power transmission device for a hybrid vehicle may include: an engine part; a transfer part configured to transfer power of the engine part; a motor part configured to provide power to the transfer part, and driven when power is applied thereto; and a plurality of torsion damper parts disposed between the engine part and the motor part, and connected in series.

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 vehicle includes an engine, electric machine, starter-generator, and a controller. The engine and electric machine are each configured to propel the vehicle. The starter-generator is coupled to the engine and is configured to adjust engine speed during an engine start-up event. The controller is programmed to, in response to engine speed increasing towards a target speed during an engine start-up event, generate a target drag torque with the starter-generator to reduce overshoot of the target engine speed.

A system and method for controlling engine starting in a hybrid vehicle having first and second electric machines include starting the engine in response to an engine start request using the first electric machine and releasing second electric machine reserved engine starting torque for use in propelling the vehicle. The first electric machine may be controlled to start the engine in response to the first engine start after key-on and when the vehicle speed is below a corresponding threshold, with the second electric machine used when vehicle speed is above the threshold. The first electric machine may be an integrated starter-generator.

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine may be started in one of two ways depending on operating conditions. In particular, the engine may be started via a lower power output electric machine or a higher power output electric machine.