Abstract: The present invention is drawn to a method and apparatus for cooling a hybrid transmission electric motor. More precisely, an annular chamber is formed between a housing for the electric motor and a transmission housing. Coolant is disposed in the annular chamber and is applied to the electric motor through a plurality of coolant apertures in the motor housing to cool the motor.

Abstract: A preassembled wiring terminal subassembly for use in a hybrid electro-mechanical transmission includes a plurality of wires and a plurality of wire terminals each defining a respective attachment hole and being operatively connected to a respective one of the plurality of wires. The subassembly also includes a plurality of conductive rods each defining a hole, and a plurality of threaded fasteners each extending through the attachment hole of a respective wire terminal and through the hole of a respective rod. The terminals, rods, and threaded fasteners are sufficiently interconnected for movement as a unit during transmission assembly to facilitate the establishment of an electrical connection between a control unit and one or more motor/generators.

Abstract: A control system for a motor including a rotor comprises a sensorless sensor module that includes a saliency-based estimator module that generates a first rotor position signal based on saliency and a back electromotive force (emf) estimator module that generates a second rotor position signal based on back emf. A selector selects the first rotor position signal for rotor speeds below a first rotor speed and the second rotor position signal for rotor speeds above the first rotor speed. A rotor position sensor senses a position of the rotor and generates a third rotor position signal. A fault detection module senses faults in the rotor position sensor and outputs the third rotor position signal when a fault is not detected and one of the first and second rotor position signals when the fault is detected. An indirect field oriented control (IFOC) system controls the motor based on a selected one of the first, second and third rotor position signals.

Abstract: A reaction member adapted for engagement with a friction member in a torque-transmitting mechanism is provided. The reaction member includes a reaction member base and a coating formed on the reaction member base. The coating is characterized by a coefficient of friction. The coated reaction member base is selectively engageable in sliding contact with the friction member. The sliding contact is at least partially characterized by the coefficient of friction of the coating. When lubricant is disposed between the friction member and the coated reaction member base, the sliding contact is at least partially characterized by an elasto-hydrodynamic (EHD) coefficient of friction of the lubricant. When no lubricant is so-disposed (i.e., during the asperity phase), the sliding contact is characterized by the coefficient of friction of the coating, which is less than the EHD coefficient of friction, thus avoiding a high operating coefficient of friction during the asperity phase.

Abstract: A transmission includes at least one planetary gear set, a first clutch pack having a plurality of first clutch plates, and a second clutch pack located in series axially with the first clutch pack. The second clutch pack has a plurality of second clutch plates. A clutch apply member associated with the second clutch pack protrudes through the first clutch plates of the first clutch pack. A substantially cylindrical seal member is positioned between the first clutch pack and second clutch pack for preventing substantial flow of cooling fluid between the first and second clutch packs to direct cooling fluid through the second clutch pack when the second clutch pack is applied by the clutch apply member.

Abstract: A continuously variable transmission (CVT) assembly includes first and second pulley pairs having a drive belt extended therebetween. A transmission case cover includes a threaded aperture. A threaded sleeve and bearing assembly is positioned on a stationary pulley member and threadedly engaged with the threaded aperture. The threaded sleeve and bearing assembly is engaged with the stationary pulley member such that rotation of the threaded sleeve and bearing assembly causes axial adjustment of the stationary pulley member. A lock feature locks the threaded sleeve and bearing assembly in the desired rotational position, thereby locking the stationary pulley member in an axially adjusted position.

Abstract: A diagnostic apparatus is suitable for use in an automobile controller and includes a power supply terminal conducting a reference voltage, a sampling circuit and a reference voltage diagnostic circuit. The sampling circuit is coupled to the power supply terminal and has an output terminal for providing sampled values of the reference voltage. The reference voltage diagnostic circuit has an input terminal coupled to the output terminal of the sampling circuit. The reference voltage diagnostic circuit maintains a historical value of the reference voltage over a predetermined time period, compares a current sampled value of the reference voltage to the historical value, and indicates a fault in the reference voltage in response to the current sampled value being different from the historical value by more than a predetermined threshold.

Abstract: A torque control system for an engine includes a throttle plate having an adjustable throttle position to regulate a first mass air flow into the engine. A control module determines a first mass air flow into the engine and monitors an engine speed. The control module calculates a volumetric efficiency of the engine based on the first mass air flow and the engine speed and calculates the desired MAP based on the volumetric efficiency.

Abstract: A control system includes a device having a position between minimum and maximum positions. First and second position sensors sense the position of the device and generate first and second position values. A sensor module generates a first signal waveform based on the first position value and a second signal waveform based on the second position value. The sensor module varies a frequency of the first signal waveform based on the first position value and a frequency of the second signal waveform based on the second position value. A control module communicates with the sensor module and determines the first and second position values based on the frequencies of the first and second signal waveforms, respectively. The sensor module increases the frequency of the first signal waveform and decreases the frequency of the second signal waveform as the device moves from the minimum position to the maximum position.

Abstract: A transmission includes at least one planetary gear set having first, second and third members; a clutch pack connected to one of the members; and a rotatable housing member connected to another one of the members. A piston assembly is supported on the rotatable housing member and rotatable therewith. The piston assembly includes a thrust bearing operatively connected with an axially movable piston to receive an apply force from the piston, and a piston apply member positioned between the thrust bearing and the clutch pack for transmitting the apply force to the clutch pack. Fluid for applying the piston is carried through a stationary support member, through the rotatable housing member, and into the piston assembly.

Abstract: An engine diagnostic system includes a catalytic converter and an outlet O2 sensor. The outlet O2 sensor generates an outlet signal that is based on an oxygen level of exhaust gases exiting the catalytic converter. A controller adjusts a secondary fuel trim based on the outlet signal. The controller indicates a fault status if the secondary fuel trim has achieved a fuel trim limit and the outlet signal is out of a diagnostic range.

Abstract: A spark control system and method for an engine having an intake cam phaser and/or an exhaust cam phaser, and having engine sensors, comprises a principal calculation module that determines a principal spark advance value based upon actual rotational position of the cam phasers, and an output calculation module that determines an output spark advance value based upon the principal spark advance value and spark modifiers determined from the engine sensors. The actual rotational positions of the cam phasers are obtained from predictive calculations or rotational position sensors on the cam phasers. The principal calculation module includes two separately calibrated look-up tables, indexed by the actual rotational position of the cam phasers, whose outputs are scaled and combined to determine the principal spark advance. The spark modifiers include temperature base, coolant, induction air temperature, equivalence ratio, and piston slap.

Abstract: A method is provided for reducing belt-related noise in an engine, wherein the belt is engaged with an alternator pulley connected with an alternator, and a crankshaft pulley connected to an engine crankshaft. The method includes controlling rotor current in the alternator in a manner to selectively synchronize variations in rotor speed with variations in crankshaft speed, thereby preventing large variations in belt tension to reduce noise.

Abstract: A clutch friction member for engagement in a torque-transmitting mechanism includes a friction surface for sliding contact with an opposing reaction member. The sliding contact is characterized by a coefficient of friction and acts to engage the friction member with the reaction member. The friction member is formed from a plurality of coiled cords, each defining a first channel disposed in a first direction, preferably substantially normal to the sliding contact, and transporting lubricant through the clutch friction member in the first direction, to increase the coefficient of friction. The coiled cords are arranged adjacent to one another to form an annular ring. The friction member has second channels disposed in a second direction, preferably substantially parallel to the sliding contact, for transporting the lubricant through the friction member in the second direction. The second channels thereby decrease vibrational shudder resulting from the sliding contact.

Abstract: An engine system includes an intake manifold, and an air inlet enabling an air flow into and out of the intake manifold. An air flow sensor is attached to the air inlet, and measures a flow of air through the air inlet. A first sensor is also included, and is operable to determine a direction of air flow. The air flow sensor is in communication with a controller, which records the mass of air flow through the air inlet. In one embodiment, the first sensor is a differential pressure that detects a pressure differential. In an alternative embodiment, a second sensor communicates with the air inlet, and the first sensor communicates with the intake manifold. The first and second sensors jointly determine a direction of air flow. In yet another embodiment, an output of the first sensor is compared to a calibrated barometric pressure to determine a direction of air flow.

Abstract: A method for controlling an electric machine having current sensors for less than every phase of the electric machine includes operating a processor to perform a test to preliminarily determine whether a fault exists in one or more of the current sensors and a test to finally determine that the fault exists in the one or more current sensors. The method further includes operating the processor to utilize a state observer of the electric machine to estimate states of the electric machine, wherein the state observer is provided state input measurements from each non-faulty current sensor, if any. Measurements from the current sensor or sensors determined to be faulty are disregarded. The processor controls the electric machine utilizing results from the state observer.

Abstract: A drive system that is suitable for high bandwidth current control of a three-phase voltage source inverter in the overmodulation region includes a feedback path that has a harmonic decoupling block that subtracts selected harmonic components from signals representative of a corresponding motor phase current signal. The harmonic decoupling block thereby generates corrected feedback signals. The drive system also includes subtractor blocks that subtract the corrected feedback signals from signals representative of open-loop magnetizing reference currents to generate difference signals. Also included is a modulation block that utilizes the difference signals to produce signals to drive a three-phase voltage source inverter in an overmodulated six-step mode.

Abstract: A diagnostic system according to the present invention diagnoses system failure of a secondary air injection system. The secondary air injection system includes a pump that provides air to an exhaust system via a conduit and a valve that controls the flow of air through the conduit. A pressure sensor measures pressure in the conduit. A controller predicts pressure in the conduit during first, second and third operational phases of the secondary air injection system. The controller compares the measured pressure to the predicted pressure to evaluate operation of the secondary air injection system. During the first phase, the secondary air injection system is used to reduce vehicle emissions. During the second phase, the valve is shut while the pump is on. During the third phase, the pump is turned off while the valve is closed.

Abstract: A hybrid valve lifter guide formed of metal and nonmetallic material for maintaining the angular position of a reciprocable valve lifter having a circumferential surface with at least one alignment flat. The guide includes a metal guide body having a longitudinal guide wall with at least one guide opening through the wall. The guide opening is adapted to receive a valve lifter. A nonmetallic insert is retained by the body adjacent the guide opening to engage at least one alignment flat of the valve lifter received in the guide opening to substantially maintain the angular position of the valve lifter and dampen angular oscillation of the lifter during engine operation.

Abstract: The present invention includes a method for managing processor execution time in a motor controller. The method includes receiving motor speed data, comparing the received motor speed data to predetermined motor speed ranges, determining a motor speed range based on the comparison, and modulating an inverter switching frequency of the motor controller processor based on the motor speed range. The step of receiving motor speed data may include receiving machine terminal information, processing the received machine terminal information utilizing a sensorless control algorithm, and determining motor speed data based on the processed information. The step of modulating the inverter switching frequency may include determining a modified inverter switching frequency value based on the determined motor speed range and providing the modified inverter switching frequency value to a processor control algorithm.