Abstract: A planetary damper is disclosed that includes a planetary gear set and at least one clock spring. The planetary gear set includes multiple rotatable gear components including a sun gear, a planet gear assembly having a plurality of pinion gears rotatably mounted on a planet carrier, and a ring gear. The at least one clock spring includes an elongated substrate wound circumferentially around the planetary gear set. The clock spring has an innermost radial rung and an outermost radial rung spaced radially outwardly from the innermost radial rung. Each of the innermost radial rung and the outermost radial rung is connected to a different one of the gear components of the planetary gear set such that the clock spring damps vibrations imparted to the planetary damper. The use of the planetary damper within torque converter assembly to damp torsional vibrations is also disclosed.

Abstract: A selectable one-way clutch can be equipped in a vehicle powertrain assembly. The selectable one-way clutch can include a notch plate and a pocket plate. The pocket plate has a pocket, and the notch plate has a notch. A coupling mechanism is disposed in the pocket and is moveable in the pocket. The coupling mechanism is used to bring about engagement between the notch and pocket plates and, in an example, is a strut-type coupling mechanism. A pair of damper springs is disposed in the pocket. A selector plate is situated between the pocket plate and the notch plate. The selector plate includes a window.

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: A powertrain coupling includes a flexplate configured to be connected to an engine output, a torque converter configured to be connected to a transmission input, and at least one friction clutch disposed between the flexplate and the torque converter and configured for actuation by movement of the torque converter. A powertrain one-way clutch includes engagement elements movably coupled between input and output elements, and at least one friction clutch carried between the input and output elements. A torque converter includes a rear cover, a front cover coupled to the rear cover, and including a frontward facing clutch surface, and a one-way clutch integrated into the front cover and including a one-way clutch plate integrated into the frontward facing clutch surface of the front cover.

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: A torque transfer mechanism includes an input member to receive an input torque from a propulsion source and an output member coupled to the input member to transfer the input torque to a driveline component. The torque transfer mechanism also includes a damping mechanism having at least one spring element to restrict relative rotation between the input member and the output member. wherein the at least one spring element defines a first spring rate corresponding to an initial range of travel that is less than a second spring rate corresponding to a subsequent range of travel.

Abstract: A continuously-variable transmission (CVT) assembly is employed for transmitting a torque from an external power-source. The CVT includes a variable-diameter input pulley and a variable-diameter output pulley, each having a respective range of adjustment. The CVT also includes a continuous torque-transmitting element extending between the variable-diameter input pulley and the variable-diameter output pulley, and thereby operatively connecting the input pulley to the output pulley. The CVT additionally includes a first elastic element having a first zero stiffness over the range of adjustment of the variable-diameter input pulley and configured to apply a first constant spring clamping force via the input pulley to the continuous torque-transmitting element.

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 method of controlled stopping an internal combustion engine having a stop-start mode and starter assembly includes detecting when the stop-start mode is active. The method also includes monitoring current rotational speed and position of the engine. The method additionally includes determining when the current rotational position is within a predetermined range of a target stop rotational position and the current rotational speed is less than a threshold rotational speed, and afterward energizing the starter assembly to engage the engine. The method also includes establishing a time delay following energizing the starter assembly to confirm engagement of the starter assembly with the engine. Furthermore, the method includes applying a torque by the starter assembly to stop the engine at the target stop position. A vehicle powertrain employing the engine equipped with the stop-start mode, the starter assembly, and an electronic controller configured to execute the method is also provided.

Abstract: A torque transfer mechanism includes an input member to receive an input torque from a propulsion source, and an output member coupled to the input member to transfer the input torque to a driveline component. The torque transfer mechanism also includes a damping mechanism disposed between the input member and the output member. The damping mechanism includes at least one clockspring that is coiled about a center axis of rotation of the input and output members and couples the input member to the output member. The at least one clockspring, which may include a first clockspring fixed to a second clockspring, is arranged to damp vibration associated with the input torque and is coiled in multiple planes such that the clockspring does not contact itself under torsional deflection. The first clockspring may be wound in a clockwise direction, and the second clockspring may be wound in a counterclockwise direction.

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: Presented are engine-disconnect clutches with attendant control logic, methods for making/operating such disconnect clutches, and hybrid electric vehicles (HEV) equipped with an engine that is coupled to/decoupled from a transmission and electric motor via a disconnect clutch. A representative method for controlling an HEV powertrain includes receiving an HEV powertrain operation command, then determining a clutch mode of a multi-mode clutch device to execute the HEV powertrain operation. This multi-mode clutch device is operable in: a lock-lock mode, in which the clutch device transmits torque to and from the engine; a free-free mode, in which the clutch device disconnects the engine's output member from the transmission's input member, preventing torque transmission to and from the engine; a lock-free mode, in which the clutch device transmits torque from but not to the engine; and, a free-lock mode, in which the clutch device transmits torque to but not from the engine.

Abstract: An isolator assembly includes a clutch configured to operate in a full locked condition. The isolator assembly also includes a first damper and a second damper configured to reduce oscillation when the clutch is in the full locked condition. The first and second dampers each include at least one plate and at least one spring. The isolator assembly further includes a centrifugal pendulum absorber (CPA) coupled to one of the first and second dampers. The CPA is configured to reduce oscillation when the clutch is in the full locked condition. A vehicle includes an engine and a transmission. The engine includes an output shaft and the transmission includes an input member. The vehicle includes the isolator assembly operable between the output shaft and the input member.

Abstract: A powertrain includes an engine having a crankshaft. The engine is operable to rotate the crankshaft about a central axis. A torque converter includes a housing that is rotatable about the central axis. A selectable one way clutch system interconnects the housing of the torque converter and the crankshaft. The selectable one way clutch system includes a notch plate and a pocket plate. One of the notch plate and the pocket plate is defined by the housing of the torque converter, and the other of the notch plate and the pocket plate is connected to the crankshaft for continuous rotation with the crankshaft.

Abstract: Presented are engine-disconnect clutches with attendant control logic, methods for making/operating such disconnect clutches, and hybrid electric vehicles (HEV) equipped with an engine that is coupled to/decoupled from a transmission and electric motor via a disconnect clutch. A representative method for controlling an HEV powertrain includes receiving an HEV powertrain operation command, then determining a clutch mode of a multi-mode clutch device to execute the HEV powertrain operation. This multi-mode clutch device is operable in: a lock-lock mode, in which the clutch device transmits torque to and from the engine; a free-free mode, in which the clutch device disconnects the engine's output member from the transmission's input member, preventing torque transmission to and from the engine; a lock-free mode, in which the clutch device transmits torque from but not to the engine; and, a free-lock mode, in which the clutch device transmits torque to but not from the engine.

Abstract: A low-voltage hybrid powertrain system for a vehicle includes an engine that is coupled via an engine disconnect clutch to an input member of the transmission, and a low-voltage electric machine is coupled to the transmission. The powertrain system operates in an electric vehicle (EV) mode with the engine in an OFF state and with the engine disconnect clutch in an open/deactivated state. When an output torque request indicates a command for vehicle acceleration, the electric machine is controlled to generate torque in response to the output torque request and the engine is simultaneously cranked and started. Upon starting, the engine operates in a speed control mode to activate the engine disconnect clutch. The engine and the low-voltage electric machine are controlled to generate torque in response to the output torque request when the engine disconnect clutch is activated.

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: 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: 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 powertrain includes an engine and a transmission. A vehicle includes a body structure and the powertrain supported by the body structure. The powertrain is configured to propel the body structure. The engine includes an output shaft, and the transmission includes an input member. The powertrain further includes a torque converter operable between the output shaft and the input member. The torque converter includes a pump and a turbine. The powertrain also includes a motor-generator operable as a motor and a generator. The input member of the transmission is connected to the turbine such that torque from the torque converter is transferrable to the input member. The input member of the transmission is coupled to the motor-generator such that torque is transferred between the input member and the motor-generator.