Thermal management systems for vehicle engines which include hybrid fan drives with viscous clutches and electronic motors, particularly brushless DC motors (BLDC). One embodiment incorporates a pulley driven, electronically controlled viscous clutch mechanism and an internal rotor BLDC motor. Another embodiment includes an engine crank mounted electronically controlled viscous clutch mechanism with a tethered electric motor, particularly a BLDC motor. A further embodiment is an engine block mounted electronically controlled viscous clutch mechanism with an integrated external rotor BLDC motor.

A transmission system includes planetary gearing with a ring gear, a plurality of planet gears, a carrier, and a sun gear, a forward clutch operatively connected between the ring gear and carrier, a reverse brake operatively connected between the carrier and a rotationally fixed location, and a control subsystem to switch the transmission system between forward and reverse operational modes in the which the ring gear and the sun gear rotate in the same or opposite rotational directions, respectively. A control subsystem actuation stroke can actuate both the forward clutch and the reverse brake based on a common control signal.

A rotational drive unit having an input rotatable about a first axis of rotation and configured to be driven by a power source in a single rotational direction. The rotational drive unit including a first shaft in operable communication with the input and configured to rotate in a first direction, a second shaft in operable communication with the input and configured to rotate in a second direction opposite the first direction, an output rotatable about a second axis of rotation, and a clutch assembly in operable communication with the first shaft, the second shaft, and the output. Where the clutch assembly is operable in a first configuration in which force is transmitted between the first shaft and the output, and a second configuration in which force is transmitted between the second shaft and the output.

A polygonal coupling couples torque source to a torque consumer such that input and output portions of the coupling may elastically rotate relative to one another during torque transfer to accommodate rotational speed variations in delivery of torque from the torque source. In an embodiment the torque source is an internal combustion engine with an integrated switchable coupling between the engine crankshaft and a torque transfer segment supporting a motor-generator. The polygonal coupling includes axially-overlapping polygonal-shaped male and female portions which cooperate to pass torque between the output of the integrated switchable coupling and an input of the torque transfer segment. At least one of the male and female portions includes recesses which form flexible arms adjacent to the lobes of the polygonal shape that allow the portions to rotate relative to one another over small angular displacements, and thereby improve damping of crankshaft rotational vibrations.

A polygonal coupling couples torque source to a torque consumer such that input and output portions of the coupling may elastically rotate relative to one another during torque transfer to accommodate rotational speed variations in delivery of torque from the torque source. In an embodiment the torque source is an internal combustion engine with an integrated switchable coupling between the engine crankshaft and a torque transfer segment supporting a motor-generator. The polygonal coupling includes axially-overlapping polygonal-shaped male and female portions which cooperate to pass torque between the output of the integrated switchable coupling and an input of the torque transfer segment. At least one of the male and female portions includes recesses which form flexible arms adjacent to the lobes of the polygonal shape that allow the portions to rotate relative to one another over small angular displacements, and thereby improve damping of crankshaft rotational vibrations.

A rotational drive unit having an input rotatable about a first axis of rotation and configured to be driven by a power source in a single rotational direction. The rotational drive unit including a first shaft in operable communication with the input and configured to rotate in a first direction, a second shaft in operable communication with the input and configured to rotate in a second direction opposite the first direction, an output rotatable about a second axis of rotation, and a clutch assembly in operable communication with the first shaft, the second shaft, and the output. Where the clutch assembly is operable in a first configuration in which force is transmitted between the first shaft and the output, and a second configuration in which force is transmitted between the second shaft and the output.

A flowpath structure includes: a supply channel in which a fluid to be supplied to an apparatus flows; a discharge channel in which the fluid discharged from the apparatus flows; and a pilot type opening-and-closing valve disposed in either one channel of the supply channel and the discharge channel. The opening-and-closing valve has a main valve arranged in the either one channel, a pilot channel connecting the supply channel and the discharge channel with each other, a back pressure chamber defined in the pilot channel, and a pilot valve that opens and closes a portion of the pilot channel closer to the discharge channel than the back pressure chamber. The main valve opens and closes the either one channel based on a change in an internal pressure of the back pressure chamber caused by an opening-and-closing operation of the pilot valve.

A driven accessory that includes an input member, a cover, an output member, a clutch and a clutch actuator. The input member is rotatable about an axis and has a hub, an outer rim, and a radially extending web that couples the hub to the outer rim. The cover is coupled to the input member for common rotation about the axis and cooperates with the input member to define a clutch cavity. The clutch is received in the clutch cavity and selectively transmits rotary power between the input member and the output member. The clutch actuator is selectively operable to change the operational state in which the clutch operates. The clutch actuator has an electromagnetic coil that is disposed outside the clutch cavity. The hub is disposed along the axis between the clutch and the electromagnetic coil.

An oil sump is mounted on an assembly formed by a crankcase and a flywheel housing of an internal combustion engine. The flywheel housing has a first parting plane to the crankcase and to the oil sump. In mounted state, the joint faces of the flywheel housing, the crankcase, and the oil sump lie on each other. The crankcase has a second parting plane to the oil sump. In mounted state the joint faces of the crankcase and the oil sump lie on each other. At least one guide is provided between the flywheel housing and the oil sump, the guide orienting at least the joint faces of the oil sump and the crankcase relative to each other during connection of the oil sump to the assembly formed by the crankcase and flywheel housing, such that on creation of the abutment connection between the oil sump and the crankcase, these joint faces are oriented substantially planar parallel.

An oil sump is mounted on an assembly formed by a crankcase and a flywheel housing of an internal combustion engine. The flywheel housing has a first parting plane to the crankcase and to the oil sump. In mounted state, the joint faces of the flywheel housing, the crankcase, and the oil sump lie on each other. The crankcase has a second parting plane to the oil sump. In mounted state the joint faces of the crankcase and the oil sump lie on each other. At least one guide is provided between the flywheel housing and the oil sump, the guide orienting at least the joint faces of the oil sump and the crankcase relative to each other during connection of the oil sump to the assembly formed by the crankcase and flywheel housing, such that on creation of the abutment connection between the oil sump and the crankcase, these joint faces are oriented substantially planar parallel.