Abstract: Systems and methods are provided for locking a cycle. A clutch system of the cycle includes a forward lock system configured to alternatively prevent or allow operation of the cycle in a forward direction. A shaft extends through the clutch system. An actuator is configured to move the forward lock system along the shaft between a lock position and a free position. A controller is configured to shift the actuator, via a signal from a processor, between the lock position and the free position. The cycle is configured to be locked against forward operation by the clutch system.

Abstract: A vehicle propulsion system includes an engine and a first electric machine each configured to selectively provide torque to propel the vehicle. A second electric machine is coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. A propulsion controller is programmed to start the engine using cranking torque output from the second electric machine powered by the high-voltage power source. The controller is also programmed to operate both of the first electric machine and the combustion engine to propel the vehicle in response to an acceleration demand greater than a threshold. The controller is further programmed to decouple the engine and propel the vehicle using the first electric machine in response to vehicle speed less than a speed threshold.

Abstract: A torque transmitting device (10) includes a clutch housing (14) rotatable about an axis (A), a first set of clutch plates (20A) splined to the clutch housing (14), and a second set of clutch plates (20B) interleaved with the first set and rotatable about the axis (A) of rotation. A push plate assembly (28) is splined to the clutch housing (14) for rotation therewith. A roller assembly (42) includes a roller housing (48) splined to the clutch housing (14), a roller supporter (54) housed in the roller housing (48), and a roller element (62) supported by the roller supporter (54). A wedge assembly (12) includes a wedge housing (64) connected to a wedge block (24). The wedge housing (64) includes a ramp member (70) defining a ramp surface (16) with the roller element (62) contacting the ramp surface (16).

Abstract: A transmission includes a housing, and a transmission input member. A torque converter includes a pump and a turbine. The turbine of the torque converter is connected to the transmission input member. A lock-up clutch selectively connects the pump and the turbine. A cover is connected to and rotatable with the pump. The cover at least partially defines an interior of the torque converter. A torque converter input member passes through the cover. A one way clutch interconnects the torque converter input member and the cover. An engine brake friction clutch is disposed within the interior of the torque converter. The engine brake friction clutch selectively interconnects the torque converter input member and the cover in torque communication to transfer a braking torque therebetween.

Abstract: A powertrain system includes a torque generating device to transfer torque to a driveline via a CVT, wherein the CVT includes a first pulley coupled to a second pulley via a flexible continuous device to transfer torque therebetween. A controller including a processor and memory is operatively connected to the CVT. The controller includes an instruction set that is executable to dynamically monitor operating parameters associated with an input force and an output force of the CVT and determine an amplitude variation of one of the operating parameters. The controller is disposed to detect an impending slip event based upon the amplitude variation, wherein the impending slip event is associated with a macro-slip condition on the flexible continuous device. Operation of the CVT is controlled to preclude the impending slip event.

Abstract: Disclosed are damper assemblies for engine disconnect devices, methods for making such damper assemblies, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein engaging elements that engage input structure of the TC and thereby lock the pocket plate to the TC. A selector plate moves between engaged and disengaged positions such that the engaging elements shift into and out of engagement with the TC input structure, respectively. A flex plate is attached to the engine's output shaft for common rotation therewith. A damper plate is attached to the pocket plate for common rotation therewith. Spring elements mate the damper and flex plates such that the damper plate is movably attached to the flex plate.

Abstract: A powertrain system includes a torque generating device to transfer torque to a driveline via a CVT, wherein the CVT includes a first pulley coupled to a second pulley via a flexible continuous device to transfer torque therebetween. A controller including a processor and memory is operatively connected to the CVT. The controller includes an instruction set that is executable to dynamically monitor operating parameters associated with an input force and an output force of the CVT and determine an amplitude variation of one of the operating parameters. The controller is disposed to detect an impending slip event based upon the amplitude variation, wherein the impending slip event is associated with a macro-slip condition on the flexible continuous device. Operation of the CVT is controlled to preclude the impending slip event.

Abstract: Disclosed are latching mechanisms for engine disconnect devices, methods for making and for using such latching mechanisms, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein struts that engage notches in a notch plate to lock the pocket plate to the notch plate. A selector plate moves between deactivated and activated positions such that the struts shift into and out of engagement with the notch plate notches, respectively. An activation device is selectively actuable to move the selector plate between activated and deactivated positions. A latching mechanism automatically transitions to a latched state responsive to the selector plate being activated. When latched, this latching mechanism retains the selector plate in the activated position.

Abstract: A continuously variable transmission includes a first pulley, a second pulley, and an endless rotatable device operatively interconnecting the first and second pulleys. The endless rotatable device includes a device body and a plurality of device teeth protruding from the device body. Each of the first and second pulleys includes a first sheave, a second sheave, and a pulley axle operatively coupled between the first sheave and the second sheave. The pulley axle defines a pulley center. The first sheave is movable relative to the second sheave along the pulley axle. Each of the first and second sheaves includes a sheave body and a plurality of sheave teeth protruding from the sheave body. The sheave teeth are annularly arranged around the pulley center. The sheave teeth are shaped to mate with the device teeth.

Abstract: A transmission variator includes a first pulley rotatably attached to an intermediate member of a geartrain, and a second pulley rotatably attached to an output member that is rotatably coupled to the driveline. The geartrain includes an input member, a planetary gear set, a first clutch, a second clutch and an intermediate member. The second clutch is a low drag clutch. The input member rotatably couples to the prime mover. A controller includes an instruction set that is executable to activate only the first clutch in response to a request to operate the driveline in a forward direction, and activate only the second clutch in response to a request to operate the driveline in a reverse direction.

Abstract: A device is configured to control activation of a low-friction clutch, wherein the low-friction clutch includes a first member coaxial to a second member and a controllable activation device interposable therebetween. The device includes a piston that is mechanically coupled to the activation device, a spring that is disposed to urge the piston in a first direction, a controllable electrical coil disposed adjacent to the piston. The electrical coil is disposed to generate an electro-magnetic force to urge the piston in a second direction that is opposed to the first direction when activated, and the spring and the electrical coil interact with the piston to selectively mechanically couple the first and second members via the controllable activation device.

Abstract: A device is configured to control activation of a low-friction clutch, wherein the low-friction clutch includes a first member coaxial to a second member and a controllable activation device interposable therebetween. The device includes a piston that is mechanically coupled to the activation device, a spring that is disposed to urge the piston in a first direction, a controllable electrical coil disposed adjacent to the piston. The electrical coil is disposed to generate an electro-magnetic force to urge the piston in a second direction that is opposed to the first direction when activated, and the spring and the electrical coil interact with the piston to selectively mechanically couple the first and second members via the controllable activation device.

Abstract: A powertrain assembly includes a continuously variable transmission having a variator, an input member, an output member and a torque converter clutch. An input sensor configured to receive a signal from the input member. An output sensor is configured to receive a signal from the output member. The assembly includes a controller having a processor and tangible, non-transitory memory on which is recorded instructions for executing a method of controlling the continuously variable transmission. If the torque converter clutch is locked, the controller is programmed to obtain respective readings at predefined time intervals which are collected for the respective signals from the input sensor and the output sensor, until a predefined time window is reached. First and second fast Fourier transforms are obtained of the respective signals. The continuously variable transmission is controlled based at least partially on the first and second fast Fourier transforms.

Abstract: A method of predicting the health of and controlling a hydraulic pressure actuated torque converter lock-up clutch includes determining rotational input and output speeds of the torque converter. The method also includes determining a magnitude of the hydraulic pressure. The method additionally includes determining a level of performance of the clutch across multiple torque converter operating modes using the determined input and output torque converter speeds and the determined magnitude of the hydraulic pressure. The method also includes calculating a numeric state of health (SOH) coefficient of the clutch that quantifies a relative severity of degradation of a plurality of clutch characteristics across the multiple torque converter operating modes. Furthermore, the method includes executing a control action relative to the clutch when the calculated numeric SOH coefficient for specified torque converter operating mode(s) is less than a calibrated SOH threshold.

Abstract: A powertrain system is described, and includes an internal combustion engine including a crankshaft and an electric machine including a rotatable shaft, wherein the rotatable shaft is coupled to a motor pulley. A torque converter includes an impeller and a pump, wherein the pump is coupled to an outer sheave. An off-axis mechanical drive system includes the outer sheave of the torque converter rotatably coupled to the motor pulley of the electric machine. The electric machine is coupled to the pump of the torque converter via the off-axis mechanical drive system, and the crankshaft is coupled to the pump of the torque converter via a clutch.

Abstract: A transmission includes a housing, and a transmission input member. A torque converter includes a pump and a turbine. The turbine of the torque converter is connected to the transmission input member. A lock-up clutch selectively connects the pump and the turbine. A cover is connected to and rotatable with the pump. The cover at least partially defines an interior of the torque converter. A torque converter input member passes through the cover. A one way clutch interconnects the torque converter input member and the cover. An engine brake friction clutch is disposed within the interior of the torque converter. The engine brake friction clutch selectively interconnects the torque converter input member and the cover in torque communication to transfer a braking torque therebetween.

Abstract: A powertrain system includes a geartrain configured to transfer mechanical power between an internal combustion engine, torque machines and a driveline by activation of a synchronous engagement clutch. A method includes commanding activation of the synchronous engagement clutch, including commanding operations of the engine and the first and second torque machines to control members of the clutch, including monitoring speeds thereof. A magnitude of clutch slip is determined. A zero-slip feedback control routine is executed when the clutch slip approaches a zero-slip state, wherein the zero-slip feedback control routine is operative to control the engine and the first and second torque machines to control the rotational speeds of the opposed first and second members to achieve zero clutch slip. The synchronous engagement clutch is activated when the clutch slip is less than a threshold level associated with the zero-slip state.

Abstract: A continuously variable transmission, a transmission control system, and a method is provided. The control system is configured to determine whether a predetermined condition is met for applying a clutch critical pressure to an applied clutch. The clutch critical pressure is less than line pressure and is a pressure at which the clutch may slip upon experiencing a predetermined torque disturbance level. The control system is configured to command the clutch critical pressure to be applied to the clutch if the predetermined condition is met. The control system is further configured to determine whether the clutch is slipping beyond a predetermined threshold, and if the clutch is slipping beyond the predetermined threshold, command a clutch slip control scheme to be applied to the clutch that is configured to bring a clutch slip of the clutch under the predetermined threshold.

Abstract: A powertrain has a continuously variable transmission including a shaft rotatable about an axis. The CVT further comprises a variator assembly that includes a pulley supported on the shaft. The pulley has a movable sheave with a ramp surface. The movable sheave is axially movable on the shaft. The variator assembly also includes an endless rotatable device frictionally engaged with the movable sheave. An actuator mechanism includes a wedge component supported on the shaft. The wedge component has a wedge surface that automatically engages the ramp surface when torque on the shaft is in a first direction. The wedge surface applies a wedge force on the ramp surface. The actuator mechanism further includes an actuator that is operatively connected to the movable sheave and is activatable to apply a force on the movable sheave.

Abstract: A vehicle propulsion system includes an engine and a first electric machine each configured to selectively provide torque to propel the vehicle. A second electric machine is coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. A propulsion controller is programmed to start the engine using cranking torque output from the second electric machine powered by the high-voltage power source. The controller is also programmed to operate both of the first electric machine and the combustion engine to propel the vehicle in response to an acceleration demand greater than a threshold. The controller is further programmed to decouple the engine and propel the vehicle using the first electric machine in response to vehicle speed less than a speed threshold.