Abstract: The apparatus of the present invention provides a stator for an electric motor. The apparatus includes a plurality of stator components assembled together to form a generally annular stator core. A wire is wrapped around at least a portion of the stator core to form a stator winding. A first generally annular end plate and a second generally annular end plate are mounted to axially opposite sides of the stator core such that the stator core is axially trapped and retained therebetween. A fastener applies a clamping load to the first and second end plates such that the stator core is compressed therebetween. The clamping load from the fastener is applied directly to the first and second end plates which distribute the clamping load to the stator core such that the plurality of components are held together without the fastener directly applying the clamping load to the stator core. A corresponding method for providing a stator is similarly provided.

Abstract: A hybrid powertrain is provided that includes an engine operatively connected with an input member. The powertrain includes a transmission with first and second electric motor/generators, a differential gear set having multiple members, and selectively engageable torque-transmitting mechanisms. The input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations. The powertrain provides multiple operating modes between the input member and the output member, including an electric-only operating mode in which the engine is off and both electric motor/generators act as motors to provide torque at the output member.

Abstract: A hybrid powertrain is provided that includes an engine operatively connected with an input member. The powertrain includes a transmission with first and second electric motor/generators, a differential gear set having multiple members, and selectively engageable torque-transmitting mechanisms. The input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations.

Abstract: A dual clutch transmission is provided including a transmission input member, a first output member, a first, second, third and fourth gear sets, a first and second countershafts, and a first and second sleeve shafts. In operation, the first countershaft is engaged to the first sleeve shaft or the second countershaft is engaged to the second sleeve shaft, at least one of the first and second gears of the first and second gear sets is engaged to at least one of the first and second sleeve shafts, and at least one of the first and second gears of the third and fourth gear sets is engaged to at least one of the first and second countershafts to establish at least eight forward speed ratios between the transmission input member and the output shaft.

Abstract: A powertrain is provided having an engine operable in a reverse direction so that a reverse mode is provided through an electrically variable transmission without relying on pure electric or series electric operation, and without the addition of a dedicated reverse gear. A method of controlling such a powertrain is also provided.

Abstract: A hybrid powertrain is provided that includes an engine operatively connected with an input member. The powertrain includes a transmission with first and second electric motor/generators, a differential gear set having multiple members, and selectively engageable torque-transmitting mechanisms. The input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations.

Abstract: A vehicle includes a high-voltage (HV) energy storage system (ESS), an HV power bus, a DC-DC power converter electrically connected to the HV power bus, an HV bus connector, a low voltage (LV) battery power bus, and a pair of LV bus connectors. The vehicle includes a vehicle module electrically connected to the HV and LV bus connectors, an LV power bus electrically connected to the DC-DC power converter and to the module, and a controller. The controller has an algorithm that controls the converter to power the module via one of the LV bus connectors during a transient LV condition. The converter and a method of controlling the same are also provided, with the method including determining the LV condition, powering the vehicle module via one of the LV bus connectors during the transient LV condition, and powering the module via the other LV connector otherwise.

Abstract: A hybrid transmission is provided that is configured to shift between the hybrid series operating mode and the compound-split operating mode synchronously, without slipping any torque-transmitting mechanisms. The transmission includes an input member operatively connected with the engine, an output member, and a plurality of selectively engageable torque-transmitting mechanisms. A gearing arrangement and first and second motor/generators operatively connected with the gearing arrangement are also provided. A first of the torque-transmitting mechanisms is engaged to establish a hybrid series operating mode between the input member and the output member, and a second of the torque-transmitting mechanisms is engaged to establish a compound-split operating mode between the input member and the output member. The shift between the hybrid series operating mode and the compound-split operating mode is synchronous without slipping the torque-transmitting mechanisms and occurs while the engine is on.

Abstract: A hybrid powertrain system for a vehicle includes an engine and a transmission. The transmission includes a transmission input member, first and second electric machines, first and second planetary gear sets, and a plurality of selectively engageable torque transfer devices enabling configuring the powertrain in variously to operate in electric drive, electrically variable, fixed gear and neutral charging operating states.

Abstract: A powertrain is provided with a first input clutch and a second input clutch, each of which is selectively engageable to connect an engine with a transmission input member. Selective engagement of the first input clutch permits a motor to power the engine to start the engine. Selective engagement of the second input clutch permits the engine to power the transmission for propulsion.

Abstract: A hydraulic control system for a transmission includes a motor, a sump for storing a hydraulic fluid, and a dual element pump connected to the motor. The dual element pump has at least one input port connected to the sump, a first outlet port, and a second outlet port. The dual element pump provides a first volume of hydraulic fluid to the first outlet port and provides a second volume of hydraulic fluid to the second outlet port. The first volume is greater than the second volume. The first outlet port is connected to a diversion valve. The second outlet port is connected to a high pressure hydraulic circuit. The diversion valve is operable to transmit the hydraulic fluid from the first outlet port to a low pressure hydraulic circuit and the high pressure hydraulic circuit.

Abstract: A hybrid powertrain is provided that includes an engine operatively connected with an input member. The powertrain includes a transmission with first and second electric motor/generators, a differential gear set having multiple members, and selectively engagable torque-transmitting mechanisms. The input member, the output member, the engine and the motor/generators are selectively interconnected through the differential gear set by engagement of the torque-transmitting mechanisms in different combinations.

Abstract: A hybrid transmission that is operatively connected with an engine includes an input member operatively connected with the engine, at least one intermediate member, and an output member. A plurality of selectively engagable torque-transmitting mechanisms enable the input member to be selectively operatively connected to the at least one intermediate member through the first gearing arrangement by engagement of different ones of a first set of the torque-transmitting mechanisms. A single motor/generator is operatively connectable to the at least one intermediate member and is selectively operatively connected to the output member in two alternative ways through the second gearing arrangement by selective engagement of two respective ones of a second set of the torque-transmitting mechanisms to establish two different torque ratios between the at least one intermediate member and the output member.

Abstract: A hybrid powertrain system for a vehicle includes an engine and a transmission. The transmission includes a transmission input member, first and second electric machines, first and second planetary gear sets, and a plurality of selectively engageable torque transfer devices enabling configuring the powertrain in variously to operate in electric drive, electrically variable, fixed gear and neutral charging operating states.

Abstract: An automatic dual clutch transmission includes an input clutch which selectively connects a prime mover to an electric motor. The electric motor output, in turn, drives a pair of gears, one of which is in constant mesh with a first gear on a first quill and a second gear on a second quill, the other being in constant mesh with a third gear on the first quill and a fourth gear on the second quill. On each quill, between each pair of gears driven by the input is a pair of dog clutches which connect one of the two gears to the associated quill. Each of the quills drives an input of a respective pair of friction clutches which drive a respective pair of layshafts or countershafts. A similar arrangement of a second pair of gears flanked by dog clutches connects each layshaft or countershaft through one of a pair of gears which are in constant mesh with a pair of output gears coupled to and driving a differential cage.

Abstract: The present invention provides a method for producing a stator assembly. The method initially includes providing an assembly mandrel having a generally cylindrical hub and a generally annular base circumscribing a terminal end portion of the hub. A first end ring and a stator shell are installed around the mandrel hub and onto the mandrel base. Thereafter, a plurality of poles are disposed on top of the first end ring and in a generally cylindrical pattern between the stator shell and the mandrel hub. A second end ring is disposed around the mandrel hub and on top of the plurality of poles. A plurality of stator shell tabs may then be bent in a radially inward direction to axially retain the first and second end rings.

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: A hybrid electric vehicle (HEV) power system is provided that includes a vehicle electrical system (VES), an inverter-controller unit (ICU) and an AC electric motor/generator unit (MGU). The VES includes a first DC voltage source and a second DC voltage source coupled in series with the first DC voltage source. The VES also includes a first electrical load coupled across the first DC voltage source, and a second electrical load coupled across the second DC voltage source. The ICU is coupled across the first DC voltage source and the second DC voltage source and is designed to convert DC power from the first DC voltage source and the second DC voltage source to generate AC power for the AC electric MGU. Together the DC voltage sources can replace a conventional high-voltage DC voltage source. In some implementations, techniques are provided for “charge balancing” the first DC voltage source and the second DC voltage source without expensive devices.

Abstract: A hybrid transmission is configured to transfer mechanical power to an output member and includes an input member, an output member, and a transmission case circumscribing first and second differential gear sets, each differential gear set including a plurality of meshingly engaged rotatable elements. The first differential gear set is configured with four nodes for transferring mechanical power, and the second differential gear set is configured with three nodes for transferring mechanical power. Two of the four nodes of the first differential gear set are continuously interconnected to two of the three nodes of the second differential gear set. A first torque transfer clutch is configured to selectively connect the input member to an internal combustion engine. First and second brake devices are configured to selectively interconnect elements of the first and second differential gear sets, the transmission case, the input member, and the output member.

Abstract: A powertrain is provided with a first input clutch and a second input clutch, each of which is selectively engageable to connect an engine with a transmission input member. Selective engagement of the first input clutch permits a motor to power the engine to start the engine. Selective engagement of the second input clutch permits the engine to power the transmission for propulsion.