Abstract: A hybrid powertrain has an engine, a starter motor, and a gear train that connects the starter motor with the engine, and a motor/generator. A belt drive train connects the motor/generator with the engine. The powertrain has a first energy storage device with a first operating range of voltage and a second energy storage device with a second operating range of voltage at least partially in common with the first operating range of voltage. A controller places a switching device in an on-state so that the first energy storage device is connected with the second energy storage device or in an off-state in which the first energy storage device is disconnected from the second energy storage device. The controller causes the switching device to be in the off-state and the starter motor and the motor/generator to be powered with energy from the first energy storage device to restart the engine.

Abstract: A cogeneration system includes an engine, a motor/generator unit (MGU) powered by the engine, a compressor powered by the MGU, and a heat storage tank. The system further includes an engine coolant loop which places the engine in thermal communication with the tank, and a vapor loop which circulates refrigerant from the compressor. An air handler unit exchanges heat between the engine coolant loop and the vapor loop. A controller is configured to control the engine, MGU, compressor, and air handler unit, alone or in combination, to heat or cool air supplied to a building and water in the tank, and to selectively charge at least one auxiliary device such as a battery of an electric vehicle (EV) via the MGU. The system may include two power plants, with one, e.g., an EV or a portable module, having the engine and a first engine coolant loop.

Abstract: A powertrain operable in input-split, output-split and compound-split operating modes includes a first motor/generator continuously connected with a first member of a first planetary gear set. A second motor/generator is continuously connected with a first member of a second planetary gear set. An input member is continuously connected with a second member of the first planetary gear set. An output member is continuously connected with a second member of the second planetary gear set. A first brake grounds a third member of the first planetary gear set. A second brake grounds a third member of the second planetary gear. A first clutch connects the third member of the first planetary gear set with the second member of the second planetary gear set. A second clutch connects the second member of the first planetary gear set with the third member of the second planetary gear set.

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 for a vehicle includes an engine and a transmission having an input member, an output member, and a neutral state in which torque is not transmitted from the input member to the output member. A first motor/generator is coupled to the engine. A second motor/generator is coupled with vehicle wheels directly or indirectly through the transmission. The first motor/generator acts as a generator when powered by the engine to provide electric power to the second motor/generator. The second motor/generator acts as a motor when receiving electric power from a battery or from the first motor/generator. A shift selector is moved by a vehicle operator to establish an electric propulsion mode in which the transmission is in the neutral state and the second motor/generator functions as a motor.

Abstract: Methods and apparatus are provided for operating a free-piston linear alternator. The apparatus includes a linear machine having first and second coils wound around a path for a linearly-moving mass and a rotating machine having a rotating mass and third and fourth coils. The first coil is coupled to the third coil, and the second coil is coupled to the fourth coil, such that movement of the linearly-moving mass with respect to the first and second coils imparts a first magnetic field upon the rotating mass via the third and fourth coils. Further, movement of the rotating mass with respect to the third and fourth coils creates a second magnetic field upon the linearly-moving mass to position the linearly moving mass for combustion.

Abstract: A stator assembly for an electric motor includes an annular core centered about an axis of rotation of an inner rotor which the stator assembly surrounds. The stator assembly has a plurality of electrical windings, each wound in a respective spiral around the outer surface of the core and arranged for current to flow in the windings. In some embodiments, the respective spirals are spaced from and parallel with one another. The stator assembly may have pole pieces that substantially enclose the core and windings. The pole pieces may be configured to taper both radially outward and axially inward to thereby concentrate flux from the core to an inner surface of the pole pieces facing the rotor.

Abstract: An energy conversion system includes a first core section, a tank, a flexible structure, and an output coil. The tank contains a volume of fluid having a high magnetic permeability. The flexible structure is fluidly coupled to the tank and movable from a retracted to an extended position in response to the injection of the fluid from the tank. The output coil is in electrical communication with the first core section. A charging station includes a second core section and an input coil. The first and second core sections are in alignment to define an air gap therebetween. The air gap is reduced when the flexible structure is in the extended position within the air gap such that the flexible structure transmits magnetic flux between the second core section and the first core section. The magnetic flux in the first core section induces electrical current in the output coil.

Abstract: A powertrain includes a plurality of torque generative devices and a transmission having an output shaft, a plurality of planetary gear sets connecting the torque generative devices to the output shaft, and a selectable one-way clutch connected to a first of the planetary gear sets. A method to control the powertrain includes monitoring a desired transmission setting selection comprising one of a low range continuously variable gear mode, a high range continuously variable gear mode, and a fixed gear mode, determining a desired state for the selectable one-way clutch based upon the desired transmission setting selection, and actuating the selectable one-way clutch to effect the desired state for the selectable one-way clutch.

Abstract: A hybrid transmission is provided that has both a hybrid series operating mode and a compound-split operating mode. 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. The gearing arrangement includes a first, a second, and a third planetary gear set, each having a first, a second, and a third member. A first interconnecting member connects a respective one of the members of each of the planetary gear sets for common rotation with one another. A second interconnecting member connects another one of the members of one of the planetary gear sets for common rotation with another one of the members of another of the planetary gear sets.

Abstract: An electric motor assembly includes a rotor hub, and a rotor supported on the rotor hub. The rotor hub has first and second hub portions, and the rotor has first and second annular rotor segments supported for rotation on the respective first and second hub portions. Each of the rotor segments has a respective set of magnets spaced circumferentially therearound. The rotor hub and the rotor segments are configured so that at least one of the rotor segments moves about the axis of rotation relative to the other of the rotor segments as the rotor hub rotates. The movement of the at least one of the rotor segments is an amount that increases as the speed of the rotor hub increases to reduce back electromotive force. The movement may be due to centrifugal force, which increases as speed increases, without requiring a control system to effect the movement.

Abstract: An electric vehicle includes a charging receiver unit. The charging receiver unit includes a plurality of core members, a plurality of biasing devices, and a receiver wire. The plurality of core members are disposed in spaced relationship to one another. Each of the plurality of core members is configured for alignment with a plurality of magnetic elements. The plurality of biasing devices longitudinally bias a respective one of the plurality of core members toward a respective one of the plurality of magnetic elements such that magnetic flux is transmitted between each of the plurality of magnetic elements and the respective one of the plurality of core members. The receiver wire is disposed in electrical communication with each of the plurality of core members. Magnetic flux in the plurality of core members induces electrical current in the receiver wire.

Abstract: A vehicle includes a vehicle body, a first motor disposed within the vehicle body, a second motor disposed within the vehicle body, and an engine removably disposed on the vehicle body and configured to selectively provide torque to the first motor when disposed on the vehicle body. A climate control compressor is disposed within the vehicle body and is selectively coupled to the first motor. A controller is configured to control the coupling of the climate control compressor to the first motor and to control the coupling of the engine to the first motor. The first motor is configured to generate electrical energy to operate the second motor when coupled to the engine. The controller is further configured to control operation of the engine.

Abstract: An electrically variable transmission (EVT) includes two shafts and a selectable one-way clutch (SOWC) having a first and second ring. The SOWC selectively connects the shafts, and is applied by moving the first ring and a blocking device in an axial direction into frictional contact with the second ring. A hydraulic piston applies the SOWC and a return spring releases it. The SOWC freewheels in both directions, or holds torque in one or both directions, depending on how the blocking device is rotated. A method for reducing losses in an EVT includes axially moving a second ring and blocking device of a SOWC into contact with a first ring, rotating the blocking device using frictional contact with the first ring, locking rotation of the first ring to apply the SOWC, and moving the second ring and blocking device an axial distance from the first ring to release the SOWC.

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: An electromagnetic (EM) clutch assembly includes input and output discs, a plunger, a control solenoid, and a controller. The input disc is connected to a rotatable input member, and defines an input face having a mechanical feature. The output disc is connected to a rotatable output member, and includes a bore wall defining a bore. The plunger is positioned at least partially within the bore. The controller transmits a time-varying electrical control signal to the solenoid to thereby resonate the plunger toward the input disc, and transmits a steady-state electrical control signal to capture the plunger in an engaged position. Rotation of the discs is controlled until the plunger encounters the mechanical feature, thereby placing the assembly in an engaged state. A vehicle having a transmission and the EM clutch assembly is also disclosed, as is a method for controlling the clutch assembly via the electrical control signals.

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: An electrically variable transmission includes an input member, an output member, two planetary gear sets, two electric motors, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include a rotating clutch and a brake. The rotating clutch and the brake share a common fixed connection. The rotating clutch is released by a stationary actuator that engages a rotatable release plate. The actuator is engaged to release the rotating clutch when the brake is engaged.

Abstract: A hybrid powertrain for a vehicle is provided that includes an engine having a crankshaft and a motor/generator operatively connected to the crankshaft. An elastic member is operatively connected to the crankshaft and configured to be wound by one of the engine or the motor/generator. A one-way torque-transmitting mechanism is operatively connected to a first end portion of the elastic member and configured to overrun prior to winding of the elastic member. The elastic member is configured to be releasable to allow unwinding of the elastic member to rotate the crankshaft to restart the engine. A method of starting an engine on a hybrid vehicle is also provided.

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.