Abstract: A rotor for an electric machine includes a rotor core having at least one internal cavity. A pair of features are defined by the rotor core and extend into the cavity. A structural element is compressed between the features so that a preload may be established between the features and the structural element.

Abstract: A hybrid electric powertrain for a vehicle includes an engine, electric machine, torque converter having a pump, turbine, and torque converter clutch (“TCC”) configured, when applied, to lock the pump to the turbine, a one-way engine disconnect clutch connected to the turbine, a transmission, and a controller. A transmission input shaft directly couples to the electric machine, and is selectively coupled to the engine via the disconnect clutch. An output shaft is connectable to road wheels of the vehicle. The controller, in response to an engine-off request, determines turbine and pump speeds of the turbine and pump, respectively, registers that the engine is in an engine-off state when the pump speed is less than the turbine speed, and executes an electric vehicle (“EV”) mode shift using machine torque from the electric machine when the pump speed is zero during the engine-off state.

Abstract: An apparatus for cooling an electric machine includes a plurality of fluid channels disposed in a first surface that surrounds at least part of the electric machine. Each of the plurality of fluid channels defines a circumferential path in the first surface, including a first channel section extending at least substantially parallel to first and second circumferences defined by ends of the electric machine, and including a second channel section configured to direct a cooling fluid between a central region of the first surface and an end region of the first surface. The apparatus also includes an outer shell configured to surround the first surface and define a fluid tight chamber between the first surface and the outer shell, the outer shell having at least one inlet through which the cooling fluid is introduced into the chamber and at least one outlet from which the cooling fluid exits the volume.

Abstract: Presented are torque converters with integrated engine disconnect devices, methods for making/using such torque converters, and electric-drive vehicles equipped with such torque converters. A torque converter (TC) assembly includes a TC housing that drivingly connects to an engine output member. A TC output member projects from the TC housing and drivingly connects to a transmission input member. A turbine with a bladed turbine shell is mounted on the TC output member and rotatable within the TC's internal fluid chamber. An impeller with a bladed impeller shell is juxtaposed with the turbine and rotatable within the fluid chamber. An engine disconnect device, which is disposed within the fluid chamber between the impeller shell and TC housing, drivingly couples the impeller to and, when desired, drivingly decouples the impeller from the TC housing and engine output member to thereby transfer torque and prevent torque transfer, respectively, between the engine and transmission.

Abstract: A rotary electric machine includes a rotor assembly, stator, stator windings, and a coolant manifold. The rotor assembly includes a rotor and a rotor shaft. The stator is spaced apart from the rotor by a stator-rotor airgap and has stator teeth defining enclosed stator slots. Distal ends of adjacent stator teeth are joined together or integrally formed such that the enclosed stator slots are not contiguous with the airgap. The stator windings constructed from hairpin or bar-type conductors extend axially through the stator within the enclosed stator slots. The coolant manifold is in fluid communication with a coolant supply and configured to seal against an axial end surface of the stator to enclose a portion of the stator windings. The manifold receives and directs coolant from the coolant supply into the enclosed stator slots through the axial end surface to cool the stator via forced convection.

Abstract: A rotary electric machine for use with coolant includes a stator and rotor assembly. The rotor assembly includes a rotor, rotor shaft, and first and second end rings. The rotor has inner and outer diameter surfaces and an embedded set of rotor magnets proximate the outer diameter surface. The shaft is connected to the rotor and defines a main coolant passage along an axis of rotation. Radial shaft coolant passages are in fluid communication with the main coolant passage. The end rings are positioned at opposing distal ends of the rotor. The shaft coolant passages direct the coolant into the rotor and/or the end rings such that the coolant flows axially through rotor cavities of the rotor and cools the rotor magnets via forced convection.

Abstract: A rotor for an electric machine includes a rotor core having at least one internal cavity. A pair of features are defined by the rotor core and extend into the cavity. A structural element is compressed between the features so that a preload may be established between the features and the structural element.

Abstract: An electric motor includes a stator, a rotor, a rotor shaft and a pump. The rotor is disposed within the stator and separated from the stator by an airgap. The airgap inadvertently accumulates a fluid. The rotor shaft is connected to the rotor. The pump is configured to move the fluid out of the airgap.

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: Presented are clutch-type engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device includes a notch plate, which has multiple notches and attaches to a torque converter, and a pocket plate, which has multiple pockets and attaches to an engine's crankshaft. A pawl is movably mounted within each notch; these pawls selectively engage the notches with the pockets. A notch plate insert is nested within each notch, supporting thereon one of the pawls. A selector plate interposed between the pocket and notch plates moves from a first position, to shift the pawls out of engagement with the pockets, and a second position, to move the notch plate inserts within the notches and allow the pawls to engage the notches with the pockets to thereby lock the notch plate to the pocket plate to rotate in unison with each other.

Abstract: A drivetrain for a powertrain system is arranged to transfer mechanical power between an internal combustion engine, an electric machine and a driveline. The drivetrain includes a gearbox including an input member disposed on a first end, an output member disposed on a second end and an auxiliary geartrain including a first mechanical drive mechanism, a second mechanical drive mechanism, and an auxiliary driveshaft. The auxiliary driveshaft rotatably couples the first mechanical drive mechanism and the second mechanical drive mechanism. The electric machine includes a stator attached to the second end of the gearbox and annular to the output member of the gearbox. The second mechanical drive mechanism is rotatably coupled to the rotor of the electric machine. The first mechanical drive mechanism is rotatably coupled to the input member of the gearbox. The internal combustion engine is also coupled to the input member of the gearbox.

Abstract: Presented are torque converters with integrated engine disconnect devices, methods for making/using such torque converters, and electric-drive vehicles equipped with such torque converters. A torque converter (TC) assembly includes a TC housing that drivingly connects to an engine output member. A TC output member projects from the TC housing and drivingly connects to a transmission input member. A turbine with a bladed turbine shell is mounted on the TC output member and rotatable within the TC's internal fluid chamber. An impeller with a bladed impeller shell is juxtaposed with the turbine and rotatable within the fluid chamber. An engine disconnect device, which is disposed within the fluid chamber between the impeller shell and TC housing, drivingly couples the impeller to and, when desired, drivingly decouples the impeller from the TC housing and engine output member to thereby transfer torque and prevent torque transfer, respectively, between the engine and transmission.

Abstract: An electric starter system is disclosed for use with an engine having a flywheel. The electric starter system includes a pinion gear and a solenoid device coupled to the pinion gear. The solenoid device is movable between a pre-engaged position when the pinion gear is moved into engagement with the flywheel and a disengaged position when the pinion gear is disengaged from the flywheel. A brushless starter motor is selectively connectable to the flywheel of the engine via the pinion gear during a requested engine start event. A latch mechanism is selectively engageable with the solenoid device. The latch mechanism is moveable between a latched position in which the solenoid device is mechanically held in the pre-engaged position and an unlatched position in which the solenoid device is released for movement to the disengaged position.

Abstract: An electric starter system is disclosed for use with an engine having a flywheel. The electric starter system includes a pinion gear and a solenoid device coupled to the pinion gear. The solenoid device is movable between a pre-engaged position when the pinion gear is moved into engagement with the flywheel and a disengaged position when the pinion gear is disengaged from the flywheel. A brushless starter motor is selectively connectable to the flywheel of the engine via the pinion gear during a requested engine start event. A latch mechanism is selectively engageable with the solenoid device. The latch mechanism is moveable between a latched position in which the solenoid device is mechanically held in the pre-engaged position and an unlatched position in which the solenoid device is released for movement to the disengaged position.

Abstract: Presented are clutch-type engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device includes a notch plate, which has multiple notches and attaches to a torque converter, and a pocket plate, which has multiple pockets and attaches to an engine's crankshaft. A pawl is movably mounted within each notch; these pawls selectively engage the notches with the pockets. A notch plate insert is nested within each notch, supporting thereon one of the pawls. A selector plate interposed between the pocket and notch plates moves from a first position, to shift the pawls out of engagement with the pockets, and a second position, to move the notch plate inserts within the notches and allow the pawls to engage the notches with the pockets to thereby lock the notch plate to the pocket plate to rotate in unison with each other.

Abstract: Presented are dual-clutch engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device for a vehicle includes a first one-way clutch (OWC) with concentric inner and outer races and torque elements interposed between and transferring torque across these races in a first direction. The first outer race rigidly attaches to a damper plate for common rotation therewith, and the first inner race rigidly attaches to a pump cover of a torque converter for common rotation therewith. A second OWC, which concentrically aligns within the first OWC, includes concentric inner and outer races with torque elements interposed between and transferring torque across these races in a second direction. The second outer race is splined to the first inner race for common rotation with the pump cover. The second inner race rigidly attaches to the damper plate for common rotation therewith.

Abstract: A powertrain system includes a flex plate, a transmission input shaft, a torque coupling, a one-way clutch, and a damper assembly. The flex plate is configured to be connected to a crankshaft of an engine. The torque coupling connects the transmission input shaft to the flex plate while allowing slip between the transmission input shaft and the flex plate. The one-way clutch is configured to couple the flex plate to the torque coupling. The damper assembly couples the flex plate to the one-way clutch and is configured to inhibit vibration transmission from the flex plate to the one-way clutch.

Abstract: A hybrid vehicle and a powertrain for a hybrid vehicle are disclosed. A hybrid powertrain may include an internal combustion engine configured to provide rotational power to a rotatable shaft in a first rotational direction, and an electric motor-generator configured to selectively provide rotational power to a rotational output. The motor-generator may include a rotor fixed for rotation with the rotational output. The powertrain may further include an engine disconnect device comprising a mechanical clutch linking the rotatable shaft with the rotational output. More specifically, the rotatable shaft may drive the rotational output in the first rotational direction, and the rotational output may freewheel with respect to the rotatable shaft when rotating faster in the first rotational direction than the rotatable shaft.

Abstract: Presented are clutch-type engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device includes a notch plate, which has multiple notches and attaches to a torque converter, and a pocket plate, which has multiple pockets and attaches to an engine's crankshaft. A pawl is movably mounted within each notch; these pawls selectively engage the notches with the pockets. A notch plate insert is nested within each notch, supporting thereon one of the pawls. A selector plate interposed between the pocket and notch plates moves from a first position, to shift the pawls out of engagement with the pockets, and a second position, to move the notch plate inserts within the notches and allow the pawls to engage the notches with the pockets to thereby lock the notch plate to the pocket plate to rotate in unison with each other.

Abstract: Presented are dual-clutch engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device for a vehicle includes a first one-way clutch (OWC) with concentric inner and outer races and torque elements interposed between and transferring torque across these races in a first direction. The first outer race rigidly attaches to a damper plate for common rotation therewith, and the first inner race rigidly attaches to a pump cover of a torque converter for common rotation therewith. A second OWC, which concentrically aligns within the first OWC, includes concentric inner and outer races with torque elements interposed between and transferring torque across these races in a second direction. The second outer race is splined to the first inner race for common rotation with the pump cover. The second inner race rigidly attaches to the damper plate for common rotation therewith.