Patent Description:
Electric vehicles are known to have at least one battery pack which may be operably coupled to an electric motor for charging the battery pack and/or for driving the wheels of the vehicle. A hybrid vehicle, however, has both battery packs and an engine. In one embodiment of a hybrid vehicle, the engine and the battery packs operate in series, meaning that the battery packs provide the power or energy for driving the wheels and the engine operates to charge the battery packs. Alternatively, in another embodiment, a hybrid vehicle may be a parallel hybrid vehicle, meaning that the battery packs provide the power or energy to drive either the front or rear wheels but the engine provides the motive power to drive the other set of wheels. <CIT> describes a hybrid electric motor vehicle having an electric motor/generator assembly situated between a front propeller shaft and a rear propeller shaft arranged in series to transmit power from an engine and transmission to a rear final drive unit. <CIT> relates to a hybrid working vehicle having an engine and an electric motor for driving a drive wheel and a power take-off shaft, wherein the electric motor also functions as a generator driven by the engine to charge a battery.

The invention is set forth in claim <NUM>. Dependent claims recite advantageous embodiments of the invention. Disclosed herein, but not in the scope of the claims, is a parallel hybrid power train comprising an engine; a transmission coupled to the engine; a front drive coupled to the transmission through a prop shaft; a rear drive coupled to the transmission; a traction motor being driving coupled to the prop shaft; and a battery to operate the traction motor. Additionally, disclosed herein but not in the scope of the claims, is a vehicle comprising a frame assembly, an operator area including at least an operator seat and a passenger seat supported on the frame assembly, and a driveline assembly. The driveline assembly includes an engine supported on the frame assembly, a transmission operably coupled to the engine, a front drive operably coupled to the transmission through a prop shaft, a rear drive operably coupled to the transmission, a traction motor operably coupled to the prop shaft and positioned laterally intermediate the operator seat and the passenger seat, and a battery configured to operate the traction motor.

The parallel hybrid power train may comprise a silent mode wherein the traction motor operates to drive the prop shaft to drive the front and rear drives. The parallel hybrid power train may further comprise an engine driven generator to charge the battery. In this embodiment, the parallel hybrid power train comprises a charge at rest mode wherein the engine is run to charge the batteries through the engine driven generator.

The parallel hybrid power train may also be profiled where the traction motor is also a generator for charging the batteries. The parallel hybrid power train may also comprise a charge and drive mode wherein the vehicle is driven and the batteries are charged by the engine driven generator and the traction motor in the generator mode.

The parallel hybrid power train may also comprise a full performance mode wherein the traction motor and engine are both operated to add torque to the prop shaft to drive the front and rear drives.

The above mentioned and other features of this invention, and the manner of attaining them, will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken and examples in conjunction with the accompanying drawings. <FIG> are embodiments of the invention. In the Figures:.

Corresponding reference characters indicate corresponding parts throughout the several views. Although the drawings represent embodiments of the present invention, the drawings are not necessarily to scale and certain features may be exaggerated in order to better illustrate and explain the present invention.

The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a utility vehicle, it should be understood that the features disclosed herein may have application to other types of vehicles such as other all-terrain vehicles, motorcycles, snowmobiles, and golf carts.

Referring to <FIG>, an illustrative embodiment of a hybrid utility vehicle <NUM> is shown, and includes ground engaging members, including front ground engaging members <NUM> and rear ground engaging members <NUM>, a powertrain assembly <NUM>, a frame <NUM>, a plurality of body panels <NUM> coupled to frame <NUM>, a front suspension assembly <NUM>, a rear suspension assembly <NUM>, and a rear cargo area <NUM>. In one embodiment, one or more ground engaging members <NUM>, <NUM> may be replaced with tracks, such as the PROSPECTOR II tracks available from Polaris Industries, Inc. located at <NUM> Highway <NUM> in Medina, Minn. <NUM>, or non-pneumatic tires as disclosed in any of <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. 02P);<CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. 01P); and <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. 03P); and <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. Vehicle <NUM> may be referred to as a utility vehicle ("UV"), an all-terrain vehicle ("ATV"), or a side-by-side vehicle ("SxS") and is configured for travel over various terrains or surfaces. More particularly, vehicle <NUM> may be configured for military, industrial, agricultural, or recreational applications.

Powertrain assembly <NUM> is operably supported on frame <NUM> and is drivingly connected to one or more of ground engaging members <NUM>, <NUM>. As shown in <FIG>, powertrain assembly <NUM> may include an engine <NUM> (<FIG>) and a transmission, for example a continuously variable transmission ("CVT") <NUM> and/or a shiftable transmission (not shown, and may be operably coupled to or included within a driveline assembly including front and rear differentials (not shown) and a drive shaft (not shown). Engine <NUM> may be a fuel-burning internal combustion engine, however, any engine assembly may be contemplated, such as hybrid, fuel cell, or electric engines or units. In one embodiment, powertrain assembly <NUM> includes a turbocharger (not shown) and engine <NUM> is a diesel internal combustion engine. Additional details of CVT <NUM> may be disclosed in <CIT>; <CIT>; <CIT>; <CIT>; and <CIT>.

Front suspension assembly <NUM> may be coupled to frame <NUM> and front ground engaging members <NUM>. As shown in <FIG>, front suspension assembly <NUM> includes a shock <NUM> coupled to each front ground engaging member <NUM> and a front axle arrangement which may include a front control arm assembly <NUM>. Similarly, rear suspension assembly <NUM> may be coupled to frame <NUM> and rear ground engaging members <NUM>. Illustratively, rear suspension assembly <NUM> includes a shock <NUM> coupled to each rear ground engaging member <NUM> and a rear axle arrangement <NUM>. Additional details of powertrain assembly <NUM>, the driveline assembly, and front suspension assembly <NUM> may be described in <CIT>, titled "SIDE-BY-SIDE ATV" (Attorney Docket No. PLR-<NUM>-<NUM>. 01P) and <CIT>, titled "SIDE-BY-SIDE ATV" (Attorney Docket No. PLR-<NUM>-<NUM>. 02P); and additional details of rear suspension assembly <NUM> may be described in <CIT>, titled "SIDE-BY-SIDE ATV (Attorney Docket No. PLR-<NUM>-<NUM>.

Referring still to <FIG>, vehicle <NUM> includes an operator area <NUM> supported by frame <NUM>, and which includes seating for at least an operator and a passenger. Illustratively, one embodiment of vehicle <NUM> includes four seats, including an operator seat <NUM>, a front passenger seat <NUM>, and two rear passenger seats <NUM>. More particularly, operator seat <NUM> and front passenger seat <NUM> are in a side-by-side arrangement, and rear passengers seats <NUM> also are in a side-by-side arrangement. Rear passenger seats <NUM> are positioned behind operator seat <NUM> and front passenger seat <NUM> and may be elevated relative to seats <NUM>, <NUM>. Operator seat <NUM> includes a seat bottom, illustratively a bucket seat, and a seat back. Similarly, front passenger seat <NUM> includes a seat bottom, illustratively a bucket seat, and a seat back. Likewise, each rear passenger seat <NUM> includes a seat bottom, illustratively a bucket seat, and a seat back.

Vehicle <NUM> further includes frame <NUM> supported by ground engaging members <NUM>, <NUM>. In particular, frame <NUM> includes a front frame portion <NUM> and a rear frame portion <NUM>. Illustratively, rear frame portion <NUM> supports powertrain assembly <NUM> and rear cargo area <NUM>. Vehicle <NUM> also comprises an overhead or upper frame portion <NUM>. Upper frame portion <NUM> is coupled to frame <NUM> and cooperates with operator area <NUM> to define a cab of vehicle <NUM>. Additional details of vehicle <NUM> may be disclosed in <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>.

Referring to <FIG> and <FIG>, in one example disclosed herein, vehicle <NUM> is a series hybrid utility vehicle <NUM> configured for all-electrical operation. Vehicle <NUM> includes an alternative powertrain assembly <NUM> and an electrical system <NUM>. Powertrain assembly <NUM> includes engine <NUM> but does not include CVT <NUM>, although powertrain assembly <NUM> still includes a transmission <NUM>, which may be a shiftable transmission or gearbox, operably coupled to engine <NUM>. Instead of CVT <NUM>, powertrain assembly <NUM> is operably coupled to electrical system <NUM> which includes a motor/generator <NUM> operably coupled to engine <NUM> and a traction motor <NUM> operably coupled to transmission <NUM> and motor/generator <NUM>. Motor/generator <NUM> is configured to convert the rotary power supplied by engine <NUM> into electrical power to be used by traction motor <NUM>, a plurality of battery packs <NUM>, or any other component of vehicle <NUM>. Illustrative vehicle <NUM> is always electrically driven and, therefore, no CVT or other mechanical drive system is needed between engine <NUM> and a driveline <NUM> of vehicle <NUM>.

Referring still to <FIG> and <FIG>, engine <NUM> acts an electric generator to provide rotary power to motor/generator <NUM> which is operably coupled to the crankshaft of engine <NUM> via a belt or is operably coupled to engine <NUM> through a gear box. For example, when engine <NUM> is operating, the crankshaft rotates to provide power to motor/generator <NUM> which then supplies power to traction motor <NUM> via a motor controller <NUM> (e.g., which may be or includes an inverter) (<FIG>). Traction motor <NUM> also may be coupled to a second motor controller <NUM> (e.g., which may be or includes an inverter) (<FIG>) to supply power to driveline <NUM>. Traction motor <NUM> is then configured to supply power to front and rear ground engaging members <NUM>, <NUM> by providing power either to transmission <NUM>, a prop shaft gear box (not shown), a front gear box (not shown), or directly to each front and rear ground engaging member <NUM>, <NUM>. More particularly, traction motor <NUM> drives transmission <NUM> which drives rear ground engaging members <NUM> through a rear differential or gear box <NUM> and drives front ground engaging members <NUM> through a prop shaft <NUM> which is operably coupled to a front differential or gear box <NUM> (<FIG>).

Front and rear ground engaging members <NUM>, <NUM> may each include individual motors to provide torque vectoring attributes. More particularly, and referring to <FIG>, a front accelerometer <NUM> may be positioned at a front axle <NUM> and a rear accelerometer <NUM> may be positioned at a rear axle <NUM> of vehicle <NUM>. Using a standard or X-Y-Z coordinate system and
<MAT>
the lateral acceleration of vehicle <NUM> may be measured along the Y-axis and the longitudinal acceleration of vehicle <NUM> may be measured along the X-axis. If vehicle <NUM> is an ideal turn, the lateral acceleration of both front and rear axles <NUM>, <NUM> will be the same. However, if vehicle <NUM> tends to oversteer, as shown in <FIG>, the lateral acceleration on rear axle <NUM> is less than the lateral acceleration on front axle <NUM> because rear ground engaging members <NUM> are not able to maintain the same turning radius as front ground-engaging members <NUM>. In this oversteering situation,
<MAT>
In order to correct the oversteering situation, the ECU moves the traction torque distribution from a rear motor to a front motor until
<MAT>
is restored. In doing so, the torque vectoring adjusts the original torque distribution based on driver input(s) and the driving situation to maintain a stable driving behavior and vehicle safety.

Conversely, as shown in <FIG>, if vehicle <NUM> tends to understeer, the lateral acceleration on rear axle <NUM> is greater than on front axle <NUM> because front ground engaging members <NUM> do not maintain the intended turning radius. In this understeering situation,
<MAT>
In order to correct the understeering situation, the ECU moves the traction torque distribution from the front motor to the rear motor until
<MAT>
is restored. In doing so, the torque vectoring adjusts the original torque distribution based on driver input(s) and the driving situation to maintain a stable driving behavior and vehicle safety.

Additionally, traction control is monitored, adjusted, and/or contemplated when using torque vectoring for both optimal acceleration of vehicle <NUM> and stability of vehicle <NUM> during operation. Traction control monitors the rotational speed of both front and rear axles <NUM>, <NUM> and also calculates and/or stores derivatives of the signals generated based on the rotational speed of front and rear axles <NUM>, <NUM>. If either the rotational speed or its derivatives differs between front and rear axles <NUM>, <NUM>, the traction control limits the requested torque to one or both of the front and rear motors.

As shown in <FIG> and <FIG>, vehicle <NUM> also includes battery packs <NUM>. In oneexample disclosed herein, battery packs <NUM> are supported by rear frame portion <NUM> and are positioned either below rear passenger seats <NUM> or, illustratively, one or more of rear passenger seats <NUM> are removed to provide available space for battery packs <NUM>. Battery packs <NUM> are operably coupled to motor/generator <NUM> and traction motor <NUM>. Because battery packs <NUM> are operably coupled to motor/generator <NUM>, motor/generator <NUM> is able to charge battery packs <NUM> when vehicle <NUM> is at rest. Additionally, vehicle <NUM> may be up-idled to provide more electrical power to battery packs <NUM> than vehicle <NUM> is consuming during driving in order to charge battery packs <NUM>. Additionally, vehicle <NUM> is configured for regenerative braking such that driveline <NUM> can act as a kinetic energy recovery system as vehicle <NUM> decelerates, coasts, or brakes in order to capture braking energy for charging battery packs <NUM>.

In one example disclosed herein, battery packs <NUM> also are operably coupled to traction motor <NUM> to provide power thereto. However, if battery packs <NUM> are removed from vehicle <NUM>, engine <NUM> is configured to constantly supply power to traction motor <NUM> via motor/generator <NUM> and motor controllers <NUM>, <NUM>.

Referring to <FIG>, in examples disclosed herein, vehicle <NUM> is a series hybrid vehicle configured for four drive modes: (<NUM>) Full-Performance; (<NUM>) Silent-Drive; (<NUM>) Charge-and-Drive; and (<NUM>) Charge-at-Rest. As shown in <FIG>, power may be provided to any component of driveline <NUM>, including rear differential <NUM>, front differential <NUM>, prop shaft <NUM>, and/or any other component of driveline <NUM>. Illustratively, as shown in <FIG>, power may be provided specifically to rear differential <NUM> which then transmits power to front differential <NUM> through prop shaft <NUM>.

As shown in <FIG>, when vehicle <NUM> is operating in the Full-Performance drive mode, engine <NUM> supplies power to motor/generator <NUM> which then provides a power input to motor controller <NUM>. Motor controller <NUM> then transmits power to second motor controller <NUM> to provide power to traction motor <NUM> to drive rear differential <NUM> for rotating rear ground engaging members <NUM> and to drive front differential <NUM> through prop shaft <NUM> for rotating front ground engaging members <NUM>. Additionally, when in the Full-Performance drive mode, battery packs <NUM> also supply supplemental power to second motor controller <NUM> to provide an additional power input to traction motor <NUM>.

However, as shown in <FIG>, when vehicle <NUM> is operating in the Silent-Drive mode, only battery packs <NUM> provide power to second motor controller <NUM> to drive traction motor <NUM>. In this way, neither engine <NUM> nor motor/generator <NUM> provides a power input to traction motor <NUM>. As such, engine <NUM> does not operate in the Silent-Drive mode which decreases the noise produced by vehicle <NUM> and may allow vehicle <NUM> to operate in low-noise environments or when vehicle <NUM> is utilized for a stealth-type application.

Referring to <FIG>, when vehicle <NUM> is operating in the Charge-and-Drive mode, engine <NUM> supplies power to motor/generator <NUM> which then provides a power input to motor controller <NUM>. Motor controller <NUM> then transmits power to battery packs <NUM> for charging battery packs <NUM> during operation of vehicle <NUM>. As such, when in the Charge-and-Drive mode, engine <NUM> only operates to charge battery packs <NUM>. In this way, only battery packs <NUM> provide the motive power necessary to drive front and rear ground engaging members <NUM>, <NUM>, however, battery packs <NUM> are being charged during operation of vehicle <NUM>. More particularly, battery packs <NUM> provide power to second motor controller <NUM> which transmits power to traction motor <NUM> to drive rear differential <NUM> for rotating rear ground engaging members <NUM> and to drive front differential <NUM> through prop shaft <NUM> for rotating front ground engaging members <NUM>. Therefore, in the Charge-and-Drive mode, engine <NUM> charges battery packs <NUM> to at least match the power output from battery packs <NUM> necessary to drive vehicle <NUM>.

Lastly, referring to <FIG>, when vehicle <NUM> is operating in the Charge-at-Rest mode, engine <NUM> supplies power to motor/generator <NUM> which then provides a power input to motor controller <NUM>. Motor controller <NUM> then transmits power to battery packs <NUM> to charge battery packs <NUM> during operation of vehicle <NUM>. However, when in the Charge-at-Rest mode, vehicle <NUM> is not moving, so no input is provided to traction motor <NUM>, rear differential <NUM>, prop shaft <NUM>, or front differential <NUM> and, instead, vehicle <NUM> remains in a stationary position. In this way, battery packs <NUM> can charge while vehicle <NUM> is idling.

These four drive modes allow vehicle <NUM> to operate in either two-wheel drive or four-wheel drive and also allow vehicle <NUM> to operate in a variety of environments and conditions or in any situations applicable for a series hybrid vehicle. Additional details of vehicle <NUM> may be disclosed in <CIT> (Attorney Docket No. PLR-00SA-<NUM>.

Referring now to <FIG> and <FIG>, in an example disclosed herein, vehicle <NUM> is shown as a parallel hybrid utility vehicle <NUM> with an alternative powertrain assembly <NUM>. More particularly, vehicle <NUM> is a non-charge at rest parallel hybrid utility vehicle. Unlike powertrain assembly <NUM> (<FIG> and <FIG>), powertrain assembly <NUM> includes engine <NUM>, CVT <NUM>, and a transmission <NUM>, which may be a shiftable transmission or gearbox. Additionally, unlike electrical system <NUM> of <FIG>, electrical system <NUM> of vehicle <NUM> does not include motor/generator <NUM> or traction motor <NUM> (<FIG>). Instead of motor/generator <NUM> and traction motor <NUM>, electrical system <NUM> includes an electric motor <NUM> operably coupled to an input (not shown) on transmission <NUM>. Because motor/generator <NUM> is not provided on vehicle <NUM>, powertrain assembly <NUM> is not configured for the Charge at Rest drive mode or any battery charging from engine <NUM>. Rather, vehicle <NUM> is always mechanically driven by engine <NUM>, CVT <NUM>, and transmission <NUM>. However, when in particular drive modes or applications, vehicle <NUM> may be driven electrically for a limited period of time. In this way, vehicle <NUM> may be considered a low or mild hybrid vehicle which is primarily mechanically driven by engine <NUM>, CVT <NUM>, and transmission <NUM> but can be driven electrically by battery packs <NUM> and motor <NUM> for a short duration. In one example disclosed herein, motor <NUM> may include or be operably coupled to an inverter.

Referring to <FIG>, in examples disclosed herein, vehicle <NUM> is a parallel hybrid vehicle configured with three drive modes: (<NUM>) Full-Performance; (<NUM>) Silent-Drive; and (<NUM>) Charge-and-Drive. As shown in <FIG>, power may be provided to any component of driveline <NUM>, including rear differential <NUM>, front differential <NUM>, prop shaft <NUM>, and/or any other component of driveline <NUM>. Illustratively, as shown in <FIG>, power may be provided specifically to rear differential <NUM> which then transmits power to front differential <NUM> through prop shaft <NUM>.

As shown in <FIG>, when vehicle <NUM> is operating in the Full-Performance drive mode, engine <NUM> drives CVT <NUM> which then provides a power input to transmission <NUM>. Transmission <NUM> then transmits power to rear differential <NUM> to drive rear ground engaging members <NUM> and transmits power to front differential <NUM> through prop shaft <NUM> to drive front ground engaging members <NUM>.

However, as shown in <FIG>, when vehicle <NUM> is operating in the Silent-Drive mode, only battery packs <NUM> provide power to rear differential <NUM> and prop shaft <NUM> to drive front and rear ground engaging members <NUM>, <NUM>. In this way, neither engine <NUM> nor CVT <NUM> provides a power input to driveline <NUM>. As such, engine <NUM> may not operate in the Silent-Drive mode which decreases the noise produced by vehicle <NUM> and may allow vehicle <NUM> to operate in low-noise environments or when vehicle <NUM> is utilized for a stealth-type application.

Referring to <FIG>, when vehicle <NUM> is operating in the Charge-and-Drive mode, engine <NUM> and CVT <NUM> supply power to the input on transmission <NUM> which then provides a power input to driveline <NUM> to drive front and rear ground engaging members <NUM>, <NUM>. Additionally, when in the Charge-and-Drive mode, vehicle <NUM> is configured for regenerative braking which allows battery packs <NUM> to be charged when vehicle <NUM> is decelerating and braking. More particularly, front differential <NUM> is configured to provide a power input to rear differential <NUM> through prop shaft <NUM>. The power supplied to rear differential <NUM> from front differential <NUM> is then transmitted to the input on transmission <NUM> and provided to motor <NUM> for charging battery packs <NUM>.

With reference now to <FIG>, a third example disclosed herein of hybrid vehicle is shown at <NUM> having a powertrain shown generally at <NUM>. The powertrain is shown in <FIG> having an internal combustion engine <NUM>, a continuously variable transmission (CVT) <NUM> and a transmission <NUM>. It should be understood that the engine <NUM>, CVT <NUM> and transmission <NUM> could be substantially similar to that shown in<CIT>. In that patent, transmission <NUM> is driven directly from CVT <NUM> and transmission <NUM> is in the form of a transaxle that is a geared transmission coupled to a differential.

Transmission <NUM> drives a prop shaft having a first or rear prop shaft portion <NUM> which couples to a traction motor <NUM> and a second or front prop shaft portion <NUM> which drives a front differential <NUM>. Transmission <NUM> has a rear drive or differential 518a. The differentials 518a, <NUM> and prop shafts <NUM>, <NUM> are cumulatively referred to as driveline <NUM>. As shown best in <FIG>, hybrid powertrain <NUM> further includes an engine driven generator <NUM> coupled to engine <NUM>. It should be appreciated that generator <NUM> could be driven by any known coupling such as gears, belts or chains, however, as shown, generator is belt driven by way of belt <NUM>. Hybrid powertrain further includes one or more battery packs shown at <NUM> which would be coupled to traction motor <NUM> to drive the traction motor <NUM>. <FIG> shows the manner in which prop shaft portion <NUM> extends under CVT <NUM> to couple with traction motor <NUM>.

Referring now to <FIG>, traction motor <NUM> is shown coupled to prop shaft portions <NUM> and <NUM> by way of a gear train <NUM>. Gear train <NUM> includes a first output gear <NUM> coupled to an output shaft <NUM> of traction motor <NUM> which in turn is coupled to and meshes with gear <NUM> which couples with shaft <NUM> which in turn rotates gear <NUM>. Gear <NUM> is coupled to drive gear <NUM> which is directly coupled to prop shaft portions <NUM> and <NUM>. It should be appreciated that an outer housing is positioned over gear train <NUM> to enclose the gears and shafts.

It should be understood from the above description that the engine <NUM> may drive the transmission <NUM>, through CVT <NUM>, which in turn drives prop shaft portions <NUM> and <NUM> to drive the front differential <NUM> powering both the front and rear wheels through transmission <NUM> and front differential <NUM>. It should also be understood that battery packs <NUM> may power traction motor <NUM> which in turn drives prop shafts <NUM> and <NUM> to drive transmission <NUM> and front differential <NUM>. It should also be understood that traction motor <NUM> is a motor/generator such that when driven in the generator mode, the motor/generator <NUM> recharges batteries <NUM>. As will be evident from the following description of the various modes, various alternatives and combinations of the engine versus traction motor drives exist.

With reference now to <FIG>, the hybrid powertrain <NUM> is shown schematically with all of the possible various modes of operation and further comprises motor controllers <NUM> and <NUM>. Four different modes of operation are possible with the hybrid powertrain <NUM> including a charge-at-rest mode, a charge-and-drive mode, a silent-drive mode and a full-performance mode. Motor controller <NUM> controls the charging of battery packs <NUM> from generator <NUM> in both the charge-at-rest and charge-and-drive modes. Similarly, motor controller <NUM> controls the charging of battery packs <NUM> from electric motor/generator <NUM> in the charge-and-drive mode and controls the operation of traction motor <NUM> in the silent-drive mode and full-performance mode as described herein. <FIG> shows the schematic for the driveline <NUM> generically, such that the transmission could propel any component of the driveline <NUM> in order to propel any other of the components of the driveline.

With reference now to <FIG>, the hybrid powertrain <NUM> is shown schematically with the specific example of <FIG>. <FIG> shows all of the possible various modes of operation and further comprises motor controllers <NUM> and <NUM>. Four different modes of operation are possible with the hybrid powertrain <NUM> including a charge-at-rest mode, a charge-and-drive mode, a silent-drive mode and a full-performance mode. Motor controller <NUM> controls the charging of battery packs <NUM> from generator <NUM> in both the charge-at-rest and charge-and-drive modes. Similarly, motor controller <NUM> controls the charging of battery packs <NUM> from electric motor/generator <NUM> in the charge-and-drive mode and controls the operation of traction motor <NUM> in the silent-drive mode and full-performance mode as described herein. In this schematic, transmission is shown coupled to rear differential 518a, which in turn is coupled to motor <NUM> by way of prop shaft <NUM>. Motor <NUM> is coupled to front differential by way of prop shaft <NUM>.

With reference to <FIG>, the charge-at-rest mode will be described. The charge-at-rest mode would be the capability of charging the battery packs <NUM> from engine-driven generator <NUM> while the vehicle is not moving. Thus, when the vehicle is not driven, the internal combustion engine <NUM> could be operated for the purpose only of operating generator <NUM> to recharge the battery packs <NUM>.

With reference to <FIG>, a charge-and-drive mode is shown, where the vehicle is driven by way of the internal combustion engine <NUM> driving transmission <NUM> which in turn drives rear differential 518A and front differential <NUM> through prop shaft portions <NUM>, <NUM>. In this mode, electric motor/generator <NUM> is operated in the generator mode such that prop shaft portion <NUM> drives the generator portion of electric motor/generator <NUM> to charge battery packs <NUM> through motor controller <NUM>. Generator <NUM> is also driven by the internal combustion engine <NUM> and also charges battery packs <NUM> through motor controller <NUM>.

With respect now to <FIG>, a silent-drive mode is shown which does not utilize the internal combustion engine <NUM>, but rather only drives the traction motor portion of the electric motor generator <NUM> by way of battery pack <NUM> through motor controller <NUM>. In this mode, traction motor <NUM> drives prop shaft portions <NUM> and <NUM> to couple differentials 518A and <NUM> respectively. It should be appreciated that in the silent-drive mode, full all-wheel drive performance is provided just as in the case where the internal combustion engine drives the differentials 518A and <NUM>, however, in the opposite sense.

Finally, as shown in <FIG>, a full-performance mode is shown where both the internal combustion engine <NUM> and traction motor <NUM> provide torque to prop shaft portions <NUM> and <NUM> to drive differentials 518A and <NUM>. In this mode, the generator <NUM> may be electrically disengaged such that no load is placed on internal combustion engine <NUM> to operate the generator <NUM>. However, in this mode, the internal combustion engine <NUM> drives transmission <NUM> in order to add torque to both prop shaft portions <NUM> and <NUM>. In a like manner, traction motor <NUM> also adds torque to prop shaft portions <NUM> and <NUM> through battery packs <NUM> controlled through motor controller <NUM>.

With reference now to <FIG>, one orientation of the traction motor <NUM> and gear train <NUM> are shown where traction motor <NUM> is positioned under seats <NUM>, <NUM>, coupled to frame portion <NUM> and under seat frame support <NUM>. Alternatively, and with reference to <FIG>, traction motor <NUM> and gear train <NUM> could be coupled to frame portion <NUM> with the traction motor <NUM> positioned intermediate seats <NUM>, <NUM>. The example of <FIG> provides flexibility if traction motor <NUM> needs to be enlarged and cannot fit under frame seat support <NUM>.

With reference now to <FIG>, a fourth embodiment of a hybrid powertrain is shown at <NUM> and is similar to Hybrid powertrain <NUM> in that it includes an internal combustion engine <NUM> which drives a CVT <NUM> which in turn drives transaxle <NUM> coupled to prop shaft portions <NUM> and <NUM>. Transaxle <NUM> has a rear differential portion 518a. Hybrid powertrain <NUM> further includes an engine driven generator at <NUM> similar to that described above. Battery packs <NUM> are also positioned in the vehicle for electric drive as disclosed herein. However, in the embodiment of <FIG>, a bi-directional clutch <NUM> couples the prop shaft portions <NUM> and <NUM> and prop shaft portion <NUM> is coupled to a front-drive unit <NUM>. In addition, a front traction motor <NUM> is coupled to the front drive until <NUM>. Transmission <NUM> has a rear drive or differential 518a. The differentials 518a, <NUM> and prop shafts <NUM>, <NUM> are cumulatively referred to as driveline <NUM>. With the overview as described with reference to <FIG>, the bi-directional clutch <NUM> will be described in greater detail with reference to <FIG> and <FIG>.

With reference first to <FIG>, bi-directional clutch <NUM> includes a rear casing portion <NUM>, a center casing portion <NUM> and a front casing portion <NUM>. Two shafts protrude from the casing; namely a rear shaft <NUM> protrudes from the rear casing <NUM> and a front shaft <NUM> protrudes from the front casing <NUM> (<FIG>). These two shafts <NUM> and <NUM> are separate from each other and either shaft may operate as the input or output shaft depending upon the direction of drive as described herein. As shown, shaft <NUM> has a splined shaft portion at <NUM>, whereas shaft <NUM> includes a flange at <NUM>. Shaft <NUM> is coupled to rear casing <NUM> by way of bearings <NUM> which cooperate with a bearing receiving portion <NUM> of casing <NUM> and a raised portion <NUM> of shaft <NUM>. Shaft <NUM> further includes a gear <NUM> positioned on a receiving surface <NUM> of shaft <NUM>. Shaft <NUM> further includes a flange <NUM> which retains thereon a one-way clutch <NUM>. One way clutch <NUM> includes an outer cage <NUM> and clutch rollers <NUM> as described herein.

With reference still to <FIG>, shaft <NUM> is coupled to casing <NUM> by way of bearings <NUM> which cooperate between bearing receiving portions <NUM> of casing <NUM> and an outer surface <NUM> of shaft <NUM>. A gear <NUM> is positioned on a surface <NUM> of shaft <NUM>. Shaft <NUM> further includes a raised portion <NUM> which cooperates with rollers <NUM>. It should be appreciated that shaft <NUM> is coupled to or decoupled from shaft <NUM> by way of one-way clutch <NUM> as described herein.

With reference still to <FIG>, bi-directional clutch further includes a front off-set shaft <NUM> and a rear off-set shaft <NUM>. Front off-set shaft <NUM> is coupled to front casing <NUM> by way of bearings <NUM> received in bearing receiving portions <NUM> of casing <NUM>. Shaft <NUM> includes a gear <NUM> positioned on a portion <NUM> of shaft <NUM>. Gear <NUM> is coupled to and meshes with gear <NUM> as described herein. Shaft <NUM> further includes a flange <NUM> which retains a one-way clutch <NUM> having clutch rollers <NUM> and an outer cage <NUM>. Rear off-set shaft <NUM> is coupled to casing <NUM> by way of bearings <NUM> positioned in receiving portion <NUM> of casing <NUM> and received on a surface <NUM> of shaft <NUM>. Gear <NUM> is positioned on a surface <NUM> of shaft <NUM> and is coupled to and meshes with gear <NUM>. Shaft <NUM> includes an enlarged portion at <NUM> which cooperates with rollers <NUM> of one-way clutch <NUM>. It should also be appreciated that one-way clutches <NUM> and <NUM> operate in the opposite sense, that is, when one is locked, the other is unlocked and vice versa. One way clutches <NUM>, <NUM> may operate in the manner described in the <CIT>. With reference still to <FIG>, the operation of the bi-directional clutch will now be described.

As mentioned above, input torque may be received to either of splined shaft <NUM> or flange <NUM>. If torque is received to the splined shaft <NUM>, the power transmission is shown through the bi-directional clutch by way of arrow <NUM>. That is, if input torque is received through the splined shaft <NUM>, one-way clutch <NUM> locks together shafts <NUM> and <NUM> such that input torque to shaft <NUM> provides a direct output torque to shaft <NUM>. Meanwhile, in the case where input torque is received directly to shaft <NUM>, one-way clutch <NUM> is disengaged, such that no torque is being transmitted through off-set shafts <NUM> and <NUM>. However, in the case where input torque is received to flange <NUM> to shaft <NUM>, one-way clutch <NUM> is disengaged and one-way clutch <NUM> is engaged such that the power transmission is shown by arrow <NUM>. That is, input torque to flange <NUM> provides a direct coupling between gears <NUM> and <NUM>, and due to the engagement of the one-way clutch <NUM>, shafts <NUM> and <NUM> are directly coupled, which in turn couples gears <NUM> and <NUM>. In this case, gear <NUM> transmits torque to shaft <NUM> such that the power distribution is from the front to the back.

With reference now to <FIG>, the traction motor <NUM> and front drive unit <NUM> will be described in greater detail. As shown best in <FIG>, traction motor <NUM> may be coupled directly to a flange <NUM> (<FIG>) of front drive <NUM>. Front drive <NUM> includes a gear train portion <NUM> and a differential portion <NUM> having an output drive at <NUM> to drive the front wheels. As shown best in <FIG>, an outer casing <NUM> of the front drive <NUM> is removed to show the gear train <NUM> and the differential <NUM>. As shown best in <FIG>, traction motor <NUM> includes a shaft <NUM> which couples with a hub <NUM> of gear <NUM>. Gear <NUM> is shown best in <FIG> which includes an internal diameter at <NUM> which would be splined to cooperate with motor shaft <NUM>. As shown best in <FIG> and <FIG>, gear <NUM> meshes with gear <NUM> and gear <NUM> is coupled to a gear <NUM> (<FIG>) which in turn drives gear <NUM>. As shown best in <FIG>, gear <NUM> has on a rear side thereof a gear <NUM> which in turn is coupled to differential gear <NUM>. Gear <NUM> provides the input to the differential drives <NUM> which in turn drives the front wheels.

As an alternative to the front drive <NUM> being driven by the traction motor <NUM>, the front drive unit <NUM> has an input drive at <NUM> including a splined shaft at <NUM> which couples to a pinion <NUM> (<FIG>) which couples to corresponding teeth on face <NUM> of gear <NUM>. Thus, as an alternative to being driven by traction motor <NUM>, input torque to spline shaft <NUM> drives differential gear <NUM> by way of the meshing of the teeth on gear <NUM> with the teeth on face <NUM> of differential gear <NUM>.

With reference now to <FIG>, the hybrid power train <NUM> will be described in greater detail. As shown in <FIG>, all of the various modes are shown with their association to the front traction motor <NUM>, where the driveline <NUM> is shown generically.

With reference now to <FIG>, the hybrid power train <NUM> will be described in greater detail. As shown in <FIG>, all of the various modes are shown with their association to the front traction motor <NUM>, where the transmission is coupled to the rear differential 518a and the traction motor <NUM> is coupled to the front differential <NUM>. As shown in <FIG>, the charge-at-rest mode is identical to hybrid powertrain <NUM> where the internal combustion engine operates the generator <NUM> while the vehicle is at rest to charge battery packs <NUM> through motor controller <NUM>.

With reference now to <FIG>, the charge-and-drive mode is shown schematically where the internal combustion engine <NUM> drives both the transmission <NUM> as well as generator <NUM>. Generator <NUM> charges battery pack <NUM> through motor controller <NUM>. Transmission <NUM> also drives rear differential 518A as well as front differential <NUM> through prop shaft portions <NUM>/<NUM>. The front traction motor <NUM> is also a generator which when driven can charge batteries <NUM> through motor controller <NUM>.

With reference now to <FIG>, the silent drive mode is shown where traction motor <NUM> is driven by battery packs <NUM> through motor controller <NUM>. As described above, traction motor <NUM> drives the front differential <NUM> through the front drive <NUM>. Meanwhile, the rear differential 518A is driven by the prop shaft portions <NUM>/<NUM> in the reverse direction.

Finally, with respect to <FIG>, the full performance mode is shown where input torque is received from both the internal combustion engine <NUM> as well as the traction motor <NUM>. In this mode, internal combustion engine <NUM> drives transmission <NUM> which in turn drives the rear differential 518A. Torque is transmitted forwardly from prop shaft portions <NUM>/<NUM> to front differential <NUM>. At the same time, traction motor <NUM> provides input torque to the front differential <NUM> by way of battery pack <NUM> controlled through motor controller <NUM>.

Referring to <FIG>, battery packs <NUM> are configured to be modular in that multiple battery packs <NUM> may be coupled together to increase power, battery range, torque, and/or payload capacity for vehicle <NUM>. For example, each battery pack <NUM> may be configured with a plug or other input that would allow additional battery packs <NUM> to merely plug into or otherwise connect to the existing battery packs <NUM>. In this way, battery packs <NUM> may be customized to any particular application of vehicle <NUM>. Additionally, depending on certain applications, various battery packs <NUM> may be removed from vehicle <NUM> when less power is needed to operate vehicle <NUM>. In one embodiment, vehicle <NUM> may be configured with a base or standard number or size of battery packs <NUM>, however, during an ordering process for vehicle <NUM> and/or at a later date after vehicle <NUM> has been received by the user, the user may remove some of battery packs <NUM> when vehicle <NUM> requires decreased power and/or the user may order additional battery packs <NUM> when vehicle <NUM> requires increased power. In one embodiment, battery packs <NUM> may include DC batteries.

Referring to <FIG>, one or more chargers <NUM> may be included on vehicle <NUM> in a modular configuration such that additional chargers <NUM> may be merely plugged into or otherwise coupled to various components of vehicle <NUM> when additional charging capacity may be needed or one or more chargers <NUM> may be removed from vehicle <NUM> when less charging capacity is needed or when additional cargo space is needed on vehicle <NUM>. Chargers <NUM> include electrical connectors <NUM> which may be operably coupled to battery packs <NUM>, other chargers <NUM>, and/or other components of vehicle <NUM> but may be supported on any portion of vehicle <NUM>. For example, chargers <NUM> may be supported on a portion of rear cargo area <NUM>. In one embodiment, chargers <NUM> may be supported on vehicle <NUM> with Lock & Ride® components, available from Polaris Industries, Inc. located at <NUM> Highway <NUM> in Medina, Minn.

Additionally, the size and number of battery packs <NUM> may affect the weight bias of vehicle <NUM> and, therefore, in one embodiment, battery packs <NUM> may be centered along a longitudinal axis L of vehicle <NUM> (<FIG>). Alternatively, as shown in <FIG>, one rear passenger seat <NUM> may be removed to provide the necessary space for battery packs <NUM>. In a further embodiment, both rear passenger seats <NUM> may be removed to provide space for battery packs <NUM>. Alternatively, battery packs <NUM> may be of any size, shape, or configuration and may be positioned at any portion of vehicle <NUM> to allow for various applications for vehicle <NUM> and for weight biasing determinations.

Referring to <FIG>, and using vehicle <NUM> (<FIG> and <FIG>) as an example, a cooling assembly <NUM> for any vehicle disclosed herein includes a first radiator <NUM> which is fluidly coupled to an electric pump <NUM> of electrical system <NUM>. First radiator <NUM> may be positioned generally forward of a portion of a second radiator <NUM> with a fan which is fluidly coupled to at least engine <NUM> of powertrain assembly <NUM>. In this way, electrical system <NUM> has a separate cooling system from the cooling system for powertrain assembly <NUM> which allows the components of electrical system <NUM> to operate at lower operating temperatures than the temperatures at which engine <NUM> and other components of powertrain assembly <NUM> operate. In other words, by separating the cooling system for electrical system <NUM> from the cooling system for powertrain assembly <NUM>, the components of electrical system <NUM> are able to be cooled to lower temperatures than the components of powertrain assembly <NUM>, which increases the efficiency of the components of electrical system <NUM>.

In operation, ambient air may flow over first radiator <NUM> to cool or lower the temperature of any coolant or cooling fluid (e.g., water, oil, etc.) flowing therethrough. More particularly, the fan coupled to second radiator <NUM> pulls ambient air through both first and second radiators <NUM>, <NUM> which cools the cooling fluid in first radiator <NUM> for electrical system <NUM> and also cools the cooling fluid in second radiator <NUM> for cooling at least engine <NUM> of powertrain assembly <NUM>. Once the ambient air cools the cooling fluid flowing through first radiator <NUM>, electric pump <NUM> then supplies the cooling fluid to the components of electrical system <NUM> to decrease the temperature thereof. For example, as shown in <FIG>, electric pump <NUM> supplies cooling fluid to second motor controller <NUM>, traction motor <NUM>, first motor controller <NUM>, motor/generator <NUM>, and battery packs <NUM> to prevent these electrical components from overheating. After cooling battery packs <NUM>, the cooling fluid then flows back to first radiator <NUM> to be cooling by the ambient air flowing therethrough.

In one embodiment of cooling assembly <NUM>, as shown in <FIG>, first radiator <NUM> may be coupled to first and second motor controllers <NUM>, <NUM>. Alternatively, first radiator <NUM> instead may be coupled to battery packs <NUM>. Illustratively, first radiator <NUM> includes a hot cooling fluid outlet port <NUM> and a cold cooling fluid inlet port <NUM> and may be formed as an aluminum extrusion configured to circulate the cooling fluid therethrough. More particularly, the cooling fluid is circulated through first radiator <NUM> to dissipate heat from electrical system <NUM>. As shown in <FIG>, first radiator <NUM> is configured to shed heat from at least motor controllers <NUM>, <NUM> coupled thereto. Because first radiator <NUM> may be positioned intermediate motor controllers <NUM>, <NUM> such that motor controller <NUM> is coupled to a first side of first radiator <NUM> and motor controller <NUM> is coupled to a second side of first radiator <NUM>, first radiator <NUM> is configured to simultaneously shed heat from both motor controllers <NUM>, <NUM>.

Alternatively, as shown in <FIG>, the configuration of first radiator <NUM> and motor controllers <NUM>, <NUM> may be adjusted, depending on various vehicle parameters. For example, as shown in <FIG>, first radiator <NUM> may be coupled to both motor controllers <NUM>, <NUM> in an alternative configuration. Additionally, as shown in <FIG>, each motor controller <NUM>, <NUM> may be coupled to its own, separate radiator <NUM> such that each radiator <NUM> is configured for cooling just one motor controller <NUM>, <NUM>.

Referring to <FIG>, and using vehicle <NUM> as an example, a control system <NUM> for operating electrical system <NUM> is provided. Control system <NUM> includes a hybrid control unit <NUM> which is electrically coupled to an engine control unit <NUM> for powertrain assembly <NUM>, first motor controller <NUM> for motor/generator <NUM>, and second motor controller <NUM> for traction motor <NUM>. Additionally, because battery packs <NUM> may be operably coupled to first motor controller <NUM>, hybrid control unit <NUM> also is configured to be electrically coupled to battery packs <NUM>.

In operation, hybrid control unit <NUM> receives a user input <NUM> which indicates the drive mode in which vehicle <NUM> should operate. Depending on user input <NUM>, hybrid control unit <NUM> sends a torque command signal <NUM> to a communications network <NUM>, illustratively a high-speed CANBUS system. More particularly, hybrid control unit <NUM> may send vehicle data such as torque and speed limits to engine <NUM>, motor/generator <NUM>, and/or traction motor <NUM> via communications network <NUM> when sending torque command signal <NUM>. In one embodiment, the torque and speed limits may be utilized by traction motor <NUM> for energy recovery during braking.

Once torque command signal <NUM> is received, communications network <NUM> then sends an input signal <NUM> to engine control unit <NUM> if engine <NUM> is to be started or stopped in the user-specified drive mode, sends an input signal <NUM> to first motor controller <NUM> if motor/generator <NUM> is to be operated in the user-specified drive mode, and/or sends an input signal <NUM> to second motor controller <NUM> if traction motor <NUM> is to be operated in the user-specified drive mode. For example, if a user desires to operate vehicle <NUM> in an all-electric or Silent-Drive mode, then user input <NUM> will indicate this to hybrid control unit <NUM> which then sends torque command signal <NUM> to communications network <NUM> indicative of the Silent-Drive mode. Communications network <NUM> then provides only input signal <NUM> to second motor controller <NUM> to operate traction motor <NUM> because engine <NUM> and motor/generator <NUM> are not utilized during the Silent Drive mode. As such, communications network <NUM> does not send any input signal <NUM> or <NUM> to engine control unit <NUM> or first motor controller <NUM>, respectively.

Alternatively, if the user specifies that vehicle <NUM> should operate in the other drive modes, such as the Full Performance drive mode, the Charge-and-Drive mode, or the Charge-at-Rest drive mode, then hybrid control unit <NUM> will provide a torque command signal <NUM> indicative of these modes such that other components, such as engine <NUM> and/or motor/generator <NUM> may operate to facilitate those desired modes.

In one embodiment when vehicle <NUM> is operating and moving, the Charge-and-Drive mode may be the default hybrid mode which allows motor/generator <NUM> to maintain battery packs <NUM> at approximately <NUM>% ± <NUM>% state-of-charge ("SOC"). In a further embodiment, motor/generator <NUM> may maintain battery packs <NUM> at approximately <NUM>% ± <NUM>% state-of-charge ("SOC") when in the Charge-and-Drive mode. To maintain the charge on battery packs <NUM>, both engine <NUM> and traction motor <NUM> may be utilized for driving vehicle <NUM> while motor/generator <NUM> is configured to output power based on vehicle speed to maintain the SOC on battery packs <NUM>.

However, when in the Full-Performance drive mode, both engine <NUM> and traction motor <NUM> drive vehicle <NUM> and, in this mode, hybrid control unit <NUM> may allow the charge on battery packs <NUM> to become fully depleted in order to effect the Full-Performance drive mode. However, when in the Full Performance drive mode, motor/generator <NUM> may be operated to output the necessary power for operating essential vehicle components.

Yet, when vehicle <NUM> is not moving, the user may still desire for vehicle <NUM> to operate in the Charge-at-Rest mode in which case engine <NUM> operates to drive motor/generator <NUM> to supply power to the operating components of vehicle <NUM> and to charge battery packs <NUM> while vehicle <NUM> is stationary. Alternatively, in one embodiment, engine <NUM> and motor/generator <NUM> may not operate and only battery packs <NUM> provide the necessary power for operating various vehicle components. In addition to charging battery packs <NUM> through motor/generator <NUM>, battery packs <NUM> also may be charged by an onboard AC charger that is configured to be plugged into an external power source.

Control system <NUM> also is configured to determine if a failure has occurred in any component of electrical system <NUM> and/or powertrain assembly <NUM>. For example, if control system <NUM> determines that a failure has occurred in traction motor <NUM>, then vehicle <NUM> will be operated only by engine <NUM>. Similarly, if engine <NUM> experiences a failure or malfunction, vehicle <NUM> will operate in the all-electric or Silent Drive mode.

Referring to <FIG>, upper frame portion <NUM> is configured to move between a collapsed position, as shown in <FIG>, and a raised position, as shown in <FIG>. When in the collapsed position of <FIG>, upper frame portion <NUM> is folded forward and is contained on the hood of vehicle <NUM> and the overall height of vehicle <NUM> is <NUM> inches or less. By reducing the height of vehicle <NUM> in this way, vehicle <NUM> may be transported in various ways or on various vehicles, for example in an aircraft, on a ship, in a trailer, or in any other type of carrier. In one embodiment, vehicle <NUM> is sized to be positioned within a V22 military aircraft for transportation thereof. In this way, and as disclosed in the present application, a hybrid vehicle with the autonomous capabilities disclosed hereinafter is configured to be positioned and transported on any type of vehicle or in any type manner, including being positioned on standard military vehicles for transportation to various military sites. Additional details of vehicle <NUM> may be disclosed in <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>.

When upper frame portion <NUM> is in the raised position, an autonomous assembly <NUM> may be coupled to portions of vehicle <NUM> to allow for autonomous or remote control of vehicle <NUM>. Alternatively, autonomous assembly <NUM> may remain coupled to portions of vehicle <NUM> when upper frame portion <NUM> is in the lowered or collapsed position. Illustratively, as shown in <FIG> and <FIG>, autonomous assembly <NUM> includes an upper visual assembly <NUM> which includes a first camera unit <NUM> and a second camera unit <NUM>, both of which may be coupled to a transceiver unit <NUM>. In one embodiment, first and second camera units <NUM>, <NUM> may include forward-facing cameras and/or sensors configured for pan, tilt, and zoom camera capabilities, thermal vision, capabilities, and night vision capabilities. As such, upper visual assembly <NUM> may be configured to capture images or measure data through first and second camera units <NUM>, <NUM> and transmit the images and/or data to transceiver unit <NUM> for transmitting the images and/or data to a remote computer, phone, tablet, server, or other computing and/or processing device. Transceiver unit <NUM> also may be configured to receive inputs or commands from the computing device in order to adjust the position of first and second camera units <NUM>, <NUM> for images or data related to a particular area surrounding vehicle <NUM>.

Referring still to <FIG> and <FIG>, autonomous assembly <NUM> also includes a forward sensor unit <NUM> which may be operably coupled to upper visual assembly <NUM> and positioned on a front cross-bar <NUM> of upper frame portion <NUM>. Alternatively, forward sensor unit <NUM> may be positioned lower on vehicle <NUM>, for example on a front fender <NUM>. Illustratively, forward sensor unit <NUM> is a LIDAR sensor unit configured for using light in a remote sensing method to measure distances and ranges. In this way, forward sensor unit <NUM> also may be configured to obtain geodetic distances, ranges, points, or other data from an area forward of vehicle <NUM> and transmit the data to a remote computer processor or server. Additionally, forward sensor unit <NUM> may be configured to receive a remote input or command to adjust the position of forward sensor unit <NUM>.

Autonomous assembly <NUM> also may include a GPS antenna <NUM> operably coupled to upper visual assembly <NUM> and forward sensor unit <NUM>. GPS antenna <NUM> may be wirelessly coupled a remote computer processor or server for receiving and/or transmitting information or data about the position of vehicle <NUM>. In one embodiment, GPS antenna <NUM> may be coupled to a rear cross-bar of upper frame portion <NUM>. Illustratively, GPS antenna <NUM> is positioned longitudinally rearward of upper visual assembly <NUM>, although GPS antenna <NUM> may be positioned at any other location on vehicle <NUM>.

Autonomous assembly <NUM> also may include rear sensor units <NUM>, <NUM> which may be LIDAR sensors operably coupled to GPS antenna <NUM> and/or a remote computer processor or server. In one embodiment, rear sensor units <NUM>, <NUM> are coupled to a portion of rear cargo area <NUM>. Illustratively, one of rear sensor units <NUM>, <NUM> may be angled or tilted relative to the other rear sensor unit <NUM>, <NUM>, depending on the application of autonomous assembly <NUM> and/or any input received from the remote computer processor or server.

Autonomous assembly <NUM> also may include an inertial motion unit (not shown) supported on a portion of rear cargo area <NUM>. The inertial motion unit may be operably coupled to any of forward and rearward sensor units <NUM>, <NUM>, <NUM>, GPS antenna <NUM>, and/or upper visual assembly <NUM>. The inertial motion unit may include a plurality of accelerometers and gyroscopes to measure and report pitch, roll, yaw, and other parameters of the components of autonomous assembly <NUM> and/or of various components of vehicle <NUM>. The inertial motion unit may be operably coupled to a remote computer or server.

Any components of autonomous assembly <NUM> may be easily coupled to upper frame portion <NUM> and/or other portions of vehicle <NUM> with quick-release clamps, clips, or couplers. In one embodiment, the components of autonomous assembly <NUM> may be coupled to vehicle with Lock & Ride® components, available from Polaris Industries, Inc. located at <NUM> Highway <NUM> in Medina, Minn. In this way, autonomous assembly <NUM> can be added to or removed from vehicle <NUM> easily and quickly. For example, upper frame portion <NUM> of vehicle <NUM> may be moved to the collapsed positioned (<FIG>) for transport of vehicle <NUM>. When in the collapsed position, autonomous assembly <NUM> may be removed from vehicle <NUM>, although in other embodiments, autonomous assembly <NUM> may remain coupled to vehicle <NUM> when in the collapsed position. However, once vehicle <NUM> has been transported to a particular location, upper frame portion <NUM> may be easily moved to the raised position (<FIG>) and autonomous assembly <NUM> can be quickly coupled to vehicle <NUM>. Additionally, electrical harnessing components also may be integrated into or near the Lock & Ride® mounting positions, providing full-service quick attach mechanical and electrical points for the components of autonomous assembly <NUM>. Harnessing may be modular and collapse/raise with upper frame portion <NUM> of vehicle <NUM>. Harnessing may be integrated into or on upper frame portion <NUM> of vehicle <NUM>.

Autonomous assembly <NUM> may be configured for a plurality of operations or applications, such as "Line of Sight" remote control, a "Follow Me" operation, and "GPS-based" operation. More particularly, if autonomous assembly <NUM> operates vehicle <NUM> using "Line of Sight" remote control, a user is able to control vehicle <NUM> with a remote control unit via line of sight controls or by viewing images from any of upper visual assembly <NUM>, lower visual assembly <NUM>, and/or rear visual assemblies <NUM>, <NUM>. The images from upper visual assembly <NUM>, lower visual assembly <NUM>, and/or rear visual assemblies <NUM>, <NUM> may be transmitted to a remote processor, for example a cell phone or other mobile device, to allow the user to move vehicle <NUM> without being at or within vehicle <NUM>. For example, if vehicle <NUM> is used on a farm, construction site, or battlefield where the user may need vehicle <NUM> to transport supplies to various locations, vehicle <NUM> may be remotely controlled to travel to various areas without the user actually being present within vehicle <NUM>. In this way, others at the various locations can remove supplies from vehicle <NUM> without the user being present on vehicle <NUM>.

Additionally, if autonomous assembly <NUM> operates vehicle <NUM> using a "Follow Me" operation, a user is able to control the movement of vehicle <NUM> by wearing a transponder (not shown). The transponder on the user may be electronically coupled to communications unit <NUM> through a wireless network (e.g., BLUETOOTH, satellite, etc.) such that vehicle <NUM> moves with the user through the communications between the transponder on the user and communications unit <NUM> on vehicle <NUM>. For example, if the user is working on a farm, vehicle <NUM> may include supplies needed for the work being done by the user and vehicle <NUM> may automatically follow the user to provide him/her with supplies for the work being done without the user in vehicle <NUM>.

Also, if autonomous assembly <NUM> operates vehicle <NUM> using a "GPS-based" operation, a user is able to program vehicle <NUM> follow a predetermined GPS guided path or waypoints. For example, vehicle <NUM> can be configured to follow a GPS route to deliver things to workers on a farm, military supplies to soldiers at various locations, etc..

Additional details of the functionality and integration of autonomous assembly <NUM> into vehicle <NUM>, other GPS-based programs or devices for vehicle <NUM>, other communications programs or devices of vehicle <NUM>, and/or any other details of vehicle <NUM> may be disclosed in <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. 01P); <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. 01P); <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. 01P); <CIT> (Attorney Docket No. PLR-<NUM>-<NUM>. 02P); and <CIT> (Attorney Docket No. "PLR-<NUM>-<NUM>. 03P"), and International Patent Application No. <CIT> (Attorney Docket No.: PLR-00TC-<NUM>.

Referring to <FIG>, an alternative embodiment of vehicle <NUM>, <NUM> (<FIG>, <FIG>, and <FIG>) is shown as vehicle <NUM>', where like reference numbers are used to indicate like components or systems between vehicles <NUM>, <NUM>, and <NUM>'. Compared to vehicle <NUM>, <NUM> of <FIG> and <FIG>, vehicle <NUM>' of <FIG> includes at least one battery <NUM>' and, illustratively a plurality of batteries <NUM>', positioned below at least operator seat <NUM> and rear passenger seats <NUM>. As such, the configuration of vehicle <NUM>' and batteries <NUM>' allows both batteries <NUM>' and seats <NUM>, <NUM>, <NUM> to remain within vehicle <NUM>'. In one embodiment, batteries <NUM>' may be lithium ion batteries and each battery <NUM>' may weigh less than approximately <NUM> lbs. , for example <NUM> lbs. Additionally, batteries <NUM>' may be liquid and/or air cooled.

As shown in <FIG>, batteries <NUM>' define a generally rectangular configuration having a width <NUM> and a length <NUM> which are both greater than a height <NUM> (<FIG>). As such, batteries <NUM>' are wider and longer than height <NUM>, thereby allowing batteries <NUM>' to be positioned under any of seats <NUM>, <NUM>, <NUM> when seats <NUM>, <NUM>, <NUM> are coupled to vehicle <NUM>'. In one embodiment, as shown in <FIG>, batteries <NUM>' may be stacked vertically on top of each other such that more than one battery <NUM>' may be positioned below seats <NUM>, <NUM>, <NUM>. Illustratively, batteries <NUM>' are supported on frame assembly <NUM> and positioned below front seat support members <NUM>, <NUM> of frame assembly <NUM> and/or below rear seat support member <NUM> of frame assembly <NUM> such that batteries <NUM>' do not interfere with coupling seats <NUM>, <NUM>, <NUM> to seat support members <NUM>, <NUM>, <NUM>. It may be appreciated that batteries <NUM>' can be positioned horizontally, as shown in <FIG>, with width <NUM> or length <NUM> extending transversely to longitudinal axis L (<FIG>) and length <NUM> or width <NUM> extending parallel to longitudinal axis L, or batteries <NUM>' can be positioned vertically with height <NUM> extending transversely to longitudinal axis L. When batteries <NUM>' are vertically oriented, multiple batteries <NUM>' may be arranged next to each other in a lateral direction.

Batteries <NUM>' may be in series or parallel and coupled to each other or other components of vehicle <NUM>' using connectors <NUM>, as shown in <FIG>. Illustrative connectors <NUM> may be quick-connect connectors configured to receive a plug or other connector of another battery or component of vehicle <NUM>'. As such, batteries <NUM>' are both easy to assemble and disassemble on vehicle <NUM>', for example if additional batteries <NUM>' are required for increased power demands or if batteries <NUM>' need to replaced, and are easy to access merely by removing seats <NUM>, <NUM>, and/or <NUM>.

While batteries <NUM>' are illustratively shown below at least seats <NUM>, <NUM> in <FIG>, it may be appreciated that batteries <NUM>' can be positioned horizontally or vertically at other locations on vehicle <NUM>'. For example, if vehicle <NUM>' is configured as a utility vehicle, as shown in <FIG>, batteries <NUM>' may be positioned under seats <NUM>, <NUM>, <NUM> or batteries <NUM>' also may be positioned on rear cargo area <NUM>.

Additionally, if vehicle <NUM>' is configured as a compact electric vehicle, for example as disclosed in <CIT>, titled "ELECTRIC VEHICLE" (Attorney Docket No. PLR-<NUM>-<NUM>. 03P) and <CIT>, titled "SIDE-BY-SIDE UTILITY VEHICLE" (Attorney Docket No. PLR-00EN-<NUM>. 04P), batteries <NUM>' may be positioned below the operator and/or passengers seats or may be positioned rearward of the seats.

Also, if vehicle <NUM>' is configured as a three-wheeled vehicle, for example as disclosed in <CIT>, titled "THREE WHEELED VEHICLE" (Attorney Docket No. PLR-<NUM>-<NUM>. 03P), batteries <NUM>' may be positioned below the seats. Alternatively, if batteries <NUM>' are supported on a three-wheeled vehicle, batteries <NUM>' may be positioned laterally intermediate an operator seat and a passenger seat or rearward of the operator and/or passenger seat(s). If batteries <NUM>' on a three-wheeled vehicle are positioned laterally intermediate the operator and passenger seats and/or rearward of the seat(s), batteries <NUM>' may be vertically orientated, rather than in the horizontal orientation of <FIG>. Additionally, if batteries <NUM>' are positioned rearward of the seat(s) on a three-wheeled vehicle, batteries <NUM>' may be angled rearwardly such that an upper end of batteries <NUM>' is positioned upwardly and rearwardly relative to a lower end thereof.

Referring still to <FIG>, batteries <NUM>' are included with a driveline assembly <NUM>' of vehicle <NUM>'. Illustratively, driveline <NUM>' includes a prop shaft <NUM>' which extends between front differential <NUM> and rear differential <NUM>. Batteries <NUM>' may be positioned on one or both sides of prop shaft <NUM>' and, in one embodiment, a traction motor <NUM>' may be positioned between batteries <NUM>' below operator seat <NUM> and front passenger seat <NUM>. In this way, traction motor <NUM>' may be positioned between seats <NUM>, <NUM> within operator area <NUM>. Traction motor <NUM>' may be operably coupled to prop shaft <NUM>' through a gear train <NUM>', illustratively a transfer case, and rotation of gear train <NUM>' with rotation of prop shaft <NUM>' is transferred to/from traction motor <NUM>'. In this way, and for example when vehicle <NUM>' is operating in an electric mode, traction motor <NUM>' and gear train <NUM>' are configured to rotate prop shaft <NUM>' and provide power directly to rear differential <NUM> and/or front differential <NUM> for moving vehicle <NUM>'.

Referring to <FIG>, electrical system <NUM> for any of the vehicles disclosed herein (e.g., vehicles <NUM>, <NUM>', <NUM>) is shown and reference numbers are not used therein so as not to limit <FIG> to a particular vehicle embodiment. Electrical system <NUM> extends from the front end to the rear end of the vehicle and includes various components disclosed herein, such as first and second motor controllers ("MCU1" and "MCU2", respectively), the generator, the rear differential or gearbox, the front differential or gearbox, the battery charger, a battery management system ("BMS"), the traction motor, the gear train or gearbox adjacent the traction motor, the engine control unit ("ECU"), a display visible to at least the operator, an electric power steering unit ("EPS"), a brake assembly, the autonomous-ready system, and a hybrid control unit ("HCU"). Illustratively, a vehicle CANBUS is in electrical communication with at least the autonomous-ready system, HCU, brake assembly, EPS, display, BMS, and battery charger. Additionally, a powertrain CANBUS is in electrical communication with at least the HCU, ECU, MCU1, and MCU2. Also, a shift control system is in electrical communication with at least the HCU, gearbox, and rear differential.

Referring to <FIG>, electrical system <NUM> of <FIG> may be configured to both receive power to the vehicle and/or export power (AC and DC) from the vehicle to power onboard or outboard (e.g., external) devices or accessories, for example computers, power tools, medical devices, weapons, autonomy components, and/or surveillance components. More particularly, when the engine is operating, the generator may adjust its output to meet onboard vehicle loads <NUM> and outboard vehicle loads <NUM>. However, when the engine is not operating, a traction battery <NUM> of the vehicle is configured to as a remote power source to provide power to vehicle loads <NUM>, <NUM>. A solid-state device, illustratively a bi-directional device <NUM>, is included on electrical system <NUM> and is able to convert DC power from traction battery <NUM> into AC export power. Bi-directional device <NUM> also may receive AC power from an AC grid <NUM> and convert the power to DC for charging traction battery <NUM>. In one embodiment, bi-directional device <NUM> may be charger <NUM> of <FIG>.

Claim 1:
A parallel hybrid power train (<NUM>) for a vehicle (<NUM>), comprising:
an engine (<NUM>);
a transmission (<NUM>) coupled to the engine (<NUM>);
a front drive (<NUM>) coupled to the transmission (<NUM>) through a prop shaft (<NUM>, <NUM>);
a rear drive (518a) coupled to the transmission (<NUM>);
a traction motor (<NUM>) being drivingly coupled to the front drive (<NUM>) and being drivingly coupled to the transmission (<NUM>) through the prop shaft (<NUM>, <NUM>), and the traction motor (<NUM>) being spaced apart from the prop shaft (<NUM>, <NUM>); and
a battery (<NUM>) to operate the traction motor (<NUM>), characterized by a bi-directional clutch (<NUM>) which couples a front prop shaft portion (<NUM>) and a rear prop shaft portion (<NUM>), the front prop shaft portion (<NUM>) coupled to the front drive (<NUM>) and the rear prop shaft portion (<NUM>) coupled to the rear drive (518a), the bi-directional clutch (<NUM>) including a first one-way clutch (<NUM>) and a second one-way clutch (<NUM>), and the traction motor (<NUM>) being configured to cooperate with the bi-directional clutch and the prop shaft (<NUM>, <NUM>) to provide power from the traction motor (<NUM>) to the rear drive.