Abstract: A hybrid vehicle propulsion includes an engine and a first electric machine, where each is configured to selectively provide torque to propel the vehicle. The propulsion system also includes a second electric machine 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. The propulsion system further includes a controller programmed to deactivate the engine and propel the vehicle using the first electric machine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time. The controller is also programmed to restart the engine using the second electric machine powered by the high-voltage power source.

Abstract: A geartrain for a powertrain system is disposed to transfer mechanical power between an internal combustion engine, an electric machine and a driveline. The geartrain includes a flywheel, a torque converter, an off-axis mechanical connection and a transmission gearbox. The off-axis mechanical connection includes a first element rotatably coupled to a second element. The flywheel is coupled to a crankshaft of the internal combustion engine. The torque converter includes a pump, a turbine and a pump hub, and the transmission gearbox includes an input member. The pump of the torque converter is coupled to the flywheel, and the pump hub is coupled to the first element of the off-axis mechanical connection. The second element of the off-axis mechanical connection is coupled to a rotor of the electric machine, and the turbine of the torque converter is coupled to the input member of the transmission gearbox.

Abstract: A selectable torque transfer system includes an input member to receive an input torque, and an output member that is selectively coupled to the input member. The selectable torque transfer system also includes an engaging member disposed between the input member and the output member and a biasing element configured to urge the engaging member towards a first position. The selectable torque transfer system further includes an electrically-powered solenoid configured to actuate the engaging member to a second position thereby enabling torque transfer from the input member to the output member.

Abstract: A continuously variable transmission (CVT comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley.

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 drivetrain system for a vehicle is described, and includes an internal combustion engine, a geartrain, an electric machine, a power take-off unit, and a driveline. The internal combustion engine is coupled to the geartrain via a disconnect clutch and a torque converter. The geartrain includes a transmission and a differential gearset, including an output member of the transmission coupled to an input member of the differential gearset. The input member of the differential gearset is coupled to a rotor of the electric machine and the power take-off unit. The differential gearset is coupled to first and second intermediate driveshaft members of the driveline to transfer propulsion power to vehicle wheels that are arranged in a front-wheel configuration.

Abstract: Disclosed are engine flexplates with integrated engine disconnects, methods for making and for using such flexplates, and motor vehicles with an engine flexplate having an integrated engine disconnect device. An engine flexplate assembly is disclosed for operatively coupling an engine to a hydrokinetic torque converter. The flexplate assembly includes a disk-shaped body with a central hub that rigidly attaches on the fore side thereof to the engine output shaft for common rotation therewith. A disconnect device, which is positioned on the aft side of the disk-shaped body, includes concentric inner and outer races. The outer race is rigidly attached to the disk-shaped body for common rotation therewith. The inner race rigidly attaches to the front cover of the TC housing for common rotation therewith. The disconnect device operatively disconnects the engine output shaft from the TC housing front cover when a torque transmitted therebetween reverses direction.

Abstract: A three mode continuously variable transmission (CVT) for a motor vehicle includes an optional speed change device connected to a pulley and a belt assembly or other continuously variable unit. The pulley and belt assembly is also connected to a planetary gear set arrangement. The planetary gear set arrangement generally includes two planetary gear sets, two brakes and two clutches. The planetary gear set arrangement is connected to a final drive unit. Engagement of the clutches and brakes provides three modes of operation to the CVT.

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 method of detecting a failure of a hydraulic pump includes sensing a rotational speed of the engine, and a rotational speed of a rotating drivetrain component. A numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component is calculated. The numerical difference is compared to a threshold value to determine if the numerical difference is less than the threshold value, or is equal to or greater than the threshold value. A failure of the hydraulic pump is identified when the numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component is equal to or greater than the threshold value, and the transmission is positioned in the neutral gear mode. When a failure of the hydraulic pump is identified, the operation of the engine is stopped.

Abstract: A transmission includes an input member, a hydraulic pump, a hydraulic circuit, a clutch assembly for transferring torque between the input member and an output member. A mechanically-driven hydraulic pump is rotatably coupled to the input member and is fluidly connected to the hydraulic circuit. The clutch assembly includes a friction clutch pack, a clutch-apply piston, a clutch-release piston and a coned-disc spring. The clutch-release piston is fluidly coupled to a first hydraulic chamber that is fluidly coupled to the hydraulic circuit. The clutch-apply piston is fluidly coupled to a second hydraulic chamber that is selectively fluidly coupled to the hydraulic circuit. A second spring urges the clutch-apply piston and the coned-disc spring urges the clutch-release piston. When the hydraulic pump is not rotating, the clutch assembly is activated by the coned-disc spring urging the clutch-release piston.

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 transmission includes a continuously variable unit and a fixed-gear-ratio unit. The continuously variable unit includes a variator input, and a variator output that is continuously connected to the transmission output member. A first torque transmitting mechanism interconnects the variator input and a transmission input member. The fixed-gear-ratio unit includes a single planetary gear set having a ring gear, planet gears supported by a carrier, and a sun gear. The fixed-gear-ratio unit includes a fixed input and a fixed output. The fixed input is continuously connected to the transmission input member, and one node of the planetary gear set. The fixed output is continuously connected to the transmission output member, and is selectively connected to another node of the planetary gear set. The fixed-gear-ratio unit includes second, third, fourth, and fifth torque transmitting mechanisms that are selectively engageable and/or disengageable for changing between fixed gear ratios.

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 torque transmission device for a powertrain system includes a continuously variable transmission (CVU) arranged in parallel with a transfer gear set. The CVU variator includes a first pulley rotatably coupled to a first rotating member and a second pulley rotatably coupled to a second rotating member. The transfer gear set includes a first gear selectively rotatably coupled to a second gear via activation of a clutch. The clutch includes a first rotating element and a second rotating element that rotate in concert when the clutch is activated. The first rotating element rotatably couples to the first rotating member and the second rotating element rotatably couples to the first gear. The first gear rotates in a fixed ratio with rotation of the second gear when the clutch is activated. The second gear rotatably couples to the second rotating member.

Abstract: A system and method for transferring torque from a prime mover to a transmission includes a coupling device, a hydraulic control system and a control module. The coupling device includes a torque converter clutch (TCC), where the coupling device is located between an output of the prime mover and an input of the transmission. The TCC is actuated between a fully engaged position, a slip mode where slip occurs, and a fully disengaged position. The hydraulic control system includes a controller device that communicates an actuation pressure to the TCC. The actuation pressure actuates the TCC between the fully engaged position, the slip mode, and the fully disengaged position. The controller is in communication with the TCC, the output of the prime mover, the input of the transmission, and the controller device of the hydraulic control system. The controller regulates the actuation pressure.

Abstract: A transmission includes an input member, a hydraulic pump, a hydraulic circuit, a clutch assembly for transferring torque between the input member and an output member. A mechanically-driven hydraulic pump is rotatably coupled to the input member and is fluidly connected to the hydraulic circuit. The clutch assembly includes a friction clutch pack, a clutch-apply piston, a clutch-release piston and a coned-disc spring. The clutch-release piston is fluidly coupled to a first hydraulic chamber that is fluidly coupled to the hydraulic circuit. The clutch-apply piston is fluidly coupled to a second hydraulic chamber that is selectively fluidly coupled to the hydraulic circuit. A second spring urges the clutch-apply piston and the coned-disc spring urges the clutch-release piston. When the hydraulic pump is not rotating, the clutch assembly is activated by the coned-disc spring urging the clutch-release piston.

Abstract: A torque transmission device for a powertrain system is described, and includes a continuously variable unit (CVU) of a continuously variable transmission (CVT) arranged in parallel with a fixed-gear-ratio transmission to transfer torque between a transmission input member and a transmission output member. The fixed-gear-ratio transmission includes first and second planetary gear sets arranged to transfer torque between the transmission input member and the transmission output member in one of a plurality of fixed-gear-ratio modes by selectively activating a plurality of transmission clutches. The transmission input member rotatably couples to one of the nodes of the first planetary gear set and one of the nodes of the second planetary gear set. The torque transmission device transfers torque in one of a continuously variable mode, a fixed underdrive input/output speed ratio, or a fixed overdrive input/output speed ratio.

Abstract: A torque transmission device for a powertrain system includes a continuously variable unit (CVU) of a continuously variable transmission (CVT) arranged in parallel with a fixed-gear-ratio transmission. The fixed-gear-ratio transmission includes first and second planetary gear sets and a plurality of transmission clutches, wherein the first and second planetary gear sets are arranged to transfer torque between an input member and an output member in one of first and second fixed-gear-ratio modes by selectively activating the transmission clutches. The torque transmission device operates in a first fixed overdrive input/output speed ratio when the CVU input clutch is deactivated and a first set of two of the transmission clutches is activated. The torque transmission device operates in a second fixed overdrive input/output speed ratio when the CVU input clutch is deactivated and a second set of two of the transmission clutches is activated.

Abstract: A torque transmission device for a powertrain system includes a continuously variable unit (CVU) of a continuously variable transmission (CVT) arranged in parallel with a fixed-gear-ratio transmission. The fixed-gear-ratio transmission includes first and second planetary gear sets and a plurality of transmission clutches, wherein the first and second planetary gear sets are arranged to transfer torque between an input member and an output member in one of first and second fixed-gear-ratio modes by selectively activating the transmission clutches. The torque transmission device operates in a first fixed overdrive input/output speed ratio when the CVU input clutch is deactivated and a first set of two of the transmission clutches is activated. The torque transmission device operates in a second fixed overdrive input/output speed ratio when the CVU input clutch is deactivated and a second set of two of the transmission clutches is activated.