Abstract: An engine starting apparatus is provided that has a constantly engaged starter pinion and a one-way clutch lubricated with transmission fluid, without modification to the engine and without adding axial length to the transmission. Specifically, a starting apparatus for cranking an engine crankshaft using a starter motor is provided for an engine that is operatively connected to a transmission through a torque converter.

Abstract: The present invention relates to a manifold for a vehicle transmission. The manifold defines a plurality of laterally extending channels suitable for simultaneously transferring oil at separate flow rates and pressure signals and may be subdivided to provide a plurality of like defined manifolds. The manifold, formed through an extrusion process, is fittable within or around a transmission shaft.

Abstract: An active engine mount assembly for counteracting resultant forces in active fuel management systems, wherein resultant forces are transmitted to a frame of a motorized vehicle generated by the deactivation of at least one cylinder in an internal combustion engine. The active engine mount assembly is fluidly connected to a hydraulic circuit. The hydraulic circuit is operatively connected to an engine crankshaft and operable to actively generate pressure pulses having frequencies self-synchronized with the rotational speed of the crankshaft.

Abstract: A one way clutch and synchronizer assembly includes a stationary member having a plurality of clutch struts and camming surfaces, a second circular selector member, an third rotating controlled member and a fourth stationary member. The selector member includes apertures or windows through which the clutch struts may pass to engage the rotating member and camming surfaces which provide a selective frictional coupling between the stationary members and the rotating member. A bi-directional hydraulic or electric actuator selectively, bi-directionally rotates the selector member.

Abstract: A hybrid transmission is provided with a motor and a torque-transfer device is operable to transfer torque from the motor to a transmission input member upstream in power flow from the transmission gearing arrangement. The torque transfer device may be a fluid coupling, such as a torque converter, including a torque converter lock-up clutch. In other embodiments, the torque transfer device is a launch clutch that may be either a wet clutch engagable via pressurized transmission fluid, or a dry clutch, such as used in a manual transmission. A disconnect clutch is selectively engagable to operatively connect an engine connection member with the motor to permit the motor to start the engine, such as after a stop. Many embodiments of the transmission include a one-way clutch arranged in parallel with the disconnect clutch. A method of starting the engine using such a transmission is also provided.

Abstract: An apparatus for reducing parasitic losses in a hybrid electric powertrain of a vehicle includes a drivetrain, an electric motor, and a connecting mechanism operative to selectively engage and disengage the drivetrain and the electric motor.

Abstract: The hybrid powertrain has a plurality of members that can be utilized to provide eight forward speed ratios and one reverse speed ratio in a hybrid transmission architecture. The transmission includes three planetary gear sets having five torque-transmitting devices and four fixed interconnections. The powertrain includes an engine, a damper, a pump, an engine disconnect clutch, and a drive motor, all operatively connected with the transmission to provide strong hybrid operating capability.

Abstract: A vehicle has a motor and axles which are selectively rotatable by the motor, a reduction gear set, a differential transferring torque from the motor to the axles, and selectable one-way clutch (SOWC) assemblies. The SOWC assemblies are connected to a different one of the axles, and are engaged to transfer torque to the drive axles whenever the motor is energized. The SOWC assemblies are disengaged when the motor is de-energized to prevent rotation of the rotor and various elements of the reduction gear set and differential. A method minimizes parasitic spin losses in an electric rear drive motor (eRDM) system. The method includes engaging a pair of SOWC assemblies when the motor is on to transfer torque from the motor to the axles, and disengaging the SOWC assemblies when the motor is off to prevent rotation of a rotor and of elements of the reduction gear set and differential.

Abstract: An engine control system for controlling a displacement on demand engine having a plurality of cylinders includes a torque converter with a torque converter clutch. A control module determines a slip speed of said torque converter clutch, estimates a temperature state of said torque converter clutch based on said slip speed, and selectively activates at least one of said cylinders based on said temperature state.

Abstract: A powertrain is provided, comprising: an internal combustion engine and an electro-mechanical transmission. The internal combustion engine has two torque output nodes operatively connected to two torque input nodes of the electro-mechanical transmission. The transmission comprises first and second electrical machines operatively connected to first and second planetary gear sets that are selectively operative to transmit torque to an output shaft. The two torque output nodes of the engine comprise an engine block comprising a cylinder with a pair of opposed pistons inserted therein, and each piston operatively connected to one of a first and a second crankshaft. The first and second crankshafts are operatively connected.

Abstract: A vehicle powertrain for a hybrid vehicle includes an electronically variable transmission (EVT) with an input member to receive mechanical rotary power from the engine, an output member to provide mechanical rotary power to a vehicle powertrain to propel the vehicle, and an EVT gear train configured to selectively and operatively couple the input member to the output member. The EVT further includes first and second motor/generators driveably coupled to the gear train. A selectively engageable input brake mechanism is provided to create a reaction torque for the motor/generators thereby enabling the motor/generators to be used with additive power for electric propulsion or regenerative braking. The input brake improves electrical power to mechanical power conversion efficiency by reducing power circulation when the EVT is operated in electric drive, engine off mode.

Abstract: An active engine mount assembly for counteracting resultant forces in active fuel management systems, wherein resultant forces are transmitted to a frame of a motorized vehicle generated by the deactivation of at least one cylinder in an internal combustion engine. The active engine mount assembly is fluidly connected to a hydraulic circuit. The hydraulic circuit is operatively connected to an engine crankshaft and operable to actively generate pressure pulses having frequencies self-synchronized with the rotational speed of the crankshaft.

Abstract: The transmission has a plurality of members that can be utilized in powertrains to provide at least eight forward speed ratios and one reverse speed ratio. The transmission includes four planetary gear sets having seven torque-transmitting mechanisms, four fixed interconnections, and a stationary (grounded) member. The powertrain includes an engine and torque converter that is selectively connected to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The seven torque-transmitting mechanisms provide interconnections between various gear members and with the transmission housing, and are operated in combinations of two to establish at least eight forward speed ratios and at least one reverse speed ratio.

Abstract: A transmission is provided that utilizes a unique packaging scheme for torque-transmitting mechanisms and gear drive members in order to minimize the overall axial length of the transmission. Specifically, the transmission may include a clutch housing that is connected for common rotation with a transmission input member. A rotatable hub member may be connected for common rotation with both the clutch housing and a gear member, thereby connecting the gear member for common rotation with the input member. Preferably, the rotatable hub member is connected to the clutch housing by the reaction plates that extend from the clutch housing. First and second torque-transmitting mechanisms may be packaged within the clutch housing.

Abstract: A method for controlling a powertrain of a hybrid vehicle having an engine, a motor/generator, a battery that is rechargeable using at least one of the engine and the motor/generator, and a powertrain control module (PCM) includes determining a current location of the vehicle as a starting point of a preferred route, recording a user-selected ending point of the preferred route, and processing route information using the PCM to thereby determine an optimally fuel efficient route for reaching the ending point. The method includes automatically executing the powertrain control strategy over the optimally fuel efficient route by substantially depleting a charge level of the battery as the vehicle travels over the optimally fuel efficient route such that the charge level of the battery is depleted when the vehicle reaches the ending point. When the ending point is not recorded, the PCM can default to a charge-sustaining mode.

Abstract: An apparatus for reducing parasitic losses in a hybrid electric powertrain of a vehicle includes a drivetrain, an electric motor, and a connecting mechanism operative to selectively engage and disengage the drivetrain and the electric motor.

Abstract: A method is provided for controlling a hybrid vehicle powertrain, including recording a starting and ending point of a desired route, determining an optimally fuel efficient route, and executing a powertrain control strategy based on the route. Real-time traffic data and topographical data are continuously evaluated, and the route and powertrain control strategy are updated based on the data. A hybrid vehicle is also provided having an engine, a motor/generator, a battery, and a navigation system for receiving a route starting point and ending point. A powertrain control module (PCM) detects the battery charge and determines a powertrain strategy along an optimally fuel efficient route based on the detected charge level when the points are selected, and sustains the charge level in the absence of user-selected route points. Sensors receive real-time traffic data, and the navigation system includes topographical data for determining the optimally fuel efficient route.

Abstract: A hybrid transmission is provided that is operatively connectable to an engine. The transmission has an electric motor and a clutch, which may be a brake-type clutch or a rotating-type clutch, depending on the embodiment, integrated within the transmission. Absent the electric motor and the clutch, and with the addition of a torque converter and torque converter lock-up clutch, the transmission would be a non-hybrid, operable automatic transmission. The transmission is operable to provide an electric-only operating ode, an engine-only operating mode, an electrically-variable operating mode and a parallel hybrid operating mode.

Abstract: The present invention provides a method for controlling a selectable one-way clutch, or SOWC, such that engine braking is enabled. Additionally, the method of the present invention is adapted to provide engine braking using the SOWC such that a separate clutch is not required. The method is initiated by identifying a downshift command. After the downshift command has been identified, the off-going clutch associated with the current speed ratio is released. Engine speed is preferably increased to bring the relative speed across a selectable one-way clutch to approximately zero. Thereafter, the selectable one-way clutch is engaged such that is capable of holding torque in both directions. As the selectable one-way clutch can hold torque in both directions, torque is transmittable from the transmission to the engine and engine braking is thereby enabled.

Abstract: A one way clutch and synchronizer assembly includes a stationary member having a plurality of clutch struts and camming surfaces, a second circular selector member, an third rotating controlled member and a fourth stationary member. The selector member includes apertures or windows through which the clutch struts may pass to engage the rotating member and camming surfaces which provide a selective frictional coupling between the stationary members and the rotating member. A bidirectional hydraulic or electric actuator selectively, bi-directionally rotates the selector member.