Abstract: A system and method for using exhaust gas to heat and/or charge a battery for a hybrid vehicle is provided. The system and method use an exhaust gas heat recovery (EGHR) device to heat a heat transfer fluid. The heat transfer fluid is thermally connected to a first heat exchanger to heat the battery and/or to a second heat exchanger to charge the battery if predetermined conditions are met.

Abstract: A system and method of managing power in a hybrid vehicle are provided. The system includes an engine, first and second electronic power components, a power storage device, and a controller. The power storage device is configured to supply a power output to the second electronic power component necessary for the second electronic power component to drive a second set of drive wheels, in an electronic all-wheel drive mode. In steep grade environments, the power storage device is depleted at a higher rate, and may require a power input in addition to the power input of a conventional charge to adequately supply the second electronic power component with adequate power. To provide this power, the controller executes a series of control steps to increase a power output of the first electronic power component, by increasing the speed of the engine, thereby providing continuous power to the power storage device.

Abstract: A hybrid transmission includes a transmission having a selectable clutch device effective when engaged to mechanically couple an internal combustion engine to a first axle at a fixed engine speed to axle speed ratio. A method for starting the engine includes executing an engine start event including spinning and fueling the engine such that an engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio, and engaging said selectable clutch device after the engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio.

Abstract: A system and method of managing power in a hybrid vehicle are provided. The system includes an engine, first and second electronic power components, a power storage device, and a controller. The power storage device is configured to supply a power output to the second electronic power component necessary for the second electronic power component to drive a second set of drive wheels, in an electronic all-wheel drive mode. In steep grade environments, the power storage device is depleted at a higher rate, and may require a power input in addition to the power input of a conventional charge to adequately supply the second electronic power component with adequate power. To provide this power, the controller executes a series of control steps to increase a power output of the first electronic power component, by increasing the speed of the engine, thereby providing continuous power to the power storage device.

Abstract: A hybrid-electric vehicle having a continuously variable transmission is provided. The continuously variable transmission further includes a forward disconnect clutch configured to selectively couple and decouple the continuously variable transmission and a first set of drive wheels. The hybrid-electric vehicle further includes a rear e-axle assembly, which allows the vehicle to operate in an electric-only mode, in which the vehicle is propelled with power generated solely by at least one electric power component. When the vehicle is operated in electric-only mode, the transmission disconnect clutch is disengaged, such that the continuously variable transmission is decoupled from the first set of drive wheels to allow the continuously variable transmission to operate in a low loss state. A method of transitioning an all-wheel drive hybrid-electric vehicle between an electric only mode and a hybrid mode, i.e., completing a “flying start,” is also provided.

Abstract: A vehicle includes a high-voltage (HV) battery pack, an HV electric traction motor, an additional HV system such as suspension motors of an active suspension system, sensors, and a controller in communication with the sensors. The controller dynamically allocates HV power from the battery pack between the traction motor(s) and the additional HV system using signals from the sensors. Signals may include steering angle, acceleration, and throttle request. A method includes measuring input signals using sensor(s) and processing the measured input signals, including comparing each of the measured input signals to a corresponding threshold. The method also includes allocating some of the HV power from the battery pack via between the traction motor(s) and the additional HV system when the values of any one of the input signals exceeds a corresponding threshold.

Abstract: A transmission disconnect clutch assembly and method are provided. The clutch assembly operates to place the transmission in a low-loss state, by decoupling the base transmission from the differential gearing, thereby maximizing fuel economy and increasing efficiency. The transmission disconnect clutch assembly may be a dog clutch assembly, which may include a dog clutch hub, a clutch apply plate, and a synchronizer. When the dog clutch is disengaged the vehicle may operate in EV mode, propelled by an electric motor and rear e-axle. When the dog clutch is engaged the vehicle may operate in hybrid mode, propelled by torque transmitted to a front axle by an engine and the torque transmitted to the rear e-axle by the electric motor. A method for transitioning a vehicle between EV mode and hybrid mode, as well as a method for transitioning a vehicle between hybrid mode and EV mode are also provided.

Abstract: A vehicle includes a high-voltage (HV) battery pack, an HV electric traction motor, an additional HV system such as suspension motors of an active suspension system, sensors, and a controller in communication with the sensors. The controller dynamically allocates HV power from the battery pack between the traction motor(s) and the additional HV system using signals from the sensors. Signals may include steering angle, acceleration, and throttle request. A method includes measuring input signals using sensor(s) and processing the measured input signals, including comparing each of the measured input signals to a corresponding threshold. The method also includes allocating some of the HV power from the battery pack via between the fraction motor(s) and the additional HV system when the values of any one of the input signals exceeds a corresponding threshold.

Abstract: Methods and apparatus are provided for torque control in an electric all wheel drive (e AWD) vehicle. The apparatus is a system having at least one propulsion system capable of determining a desired torque command and torque capability data for a primary and secondary axle. Also included are one or more active chassis systems capable of providing chassis system data and a processor coupled for processing the desired torque command, the torque capability data and the chassis system data to provide a maximum torque limit and a minimum torque limit for the secondary axle. In this way, at least one propulsion system processes the desired torque signal and the maximum torque limit and the minimum torque limit to provide an electric motor torque command and an engine torque command for the eAWD vehicle. A method for torque control in an eAWD vehicle is also provided.

Abstract: A hybrid transmission includes a transmission having a selectable clutch device effective when engaged to mechanically couple an internal combustion engine to a first axle at a fixed engine speed to axle speed ratio. A method for starting the engine includes executing an engine start event including spinning and fueling the engine such that an engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio, and engaging said selectable clutch device after the engine speed to axle speed ratio exceeds the fixed engine speed to axle speed ratio.

Abstract: Methods and apparatus are provided for torque control in an electric all wheel drive (e AWD) vehicle. The apparatus is a system having at least one propulsion system capable of determining a desired torque command and torque capability data for a primary and secondary axle. Also included are one or more active chassis systems capable of providing chassis system data and a processor coupled for processing the desired torque command, the torque capability data and the chassis system data to provide a maximum torque limit and a minimum torque limit for the secondary axle. In this way, at least one propulsion system processes the desired torque signal and the maximum torque limit and the minimum torque limit to provide an electric motor torque command and an engine torque command for the eAWD vehicle. A method for torque control in an eAWD vehicle is also provided.

Abstract: A transmission disconnect clutch assembly and method are provided. The clutch assembly operates to place the transmission in a low-loss state, by decoupling the base transmission from the differential gearing, thereby maximizing fuel economy and increasing efficiency. The transmission disconnect clutch assembly may be a dog clutch assembly, which may include a dog clutch hub, a clutch apply plate, and a synchronizer. When the dog clutch is disengaged the vehicle may operate in EV mode, propelled by an electric motor and rear e-axle. When the dog clutch is engaged the vehicle may operate in hybrid mode, propelled by torque transmitted to a front axle by an engine and the torque transmitted to the rear e-axle by the electric motor. A method for transitioning a vehicle between EV mode and hybrid mode, as well as a method for transitioning a vehicle between hybrid mode and EV mode are also provided.

Abstract: A system and method for using exhaust gas to heat and/or charge a battery for a hybrid vehicle is provided. The system and method use an exhaust gas heat recovery (EGHR) device to heat a heat transfer fluid. The heat transfer fluid is thermally connected to a first heat exchanger to heat the battery and/or to a second heat exchanger to charge the battery if predetermined conditions are met.

Abstract: A tampering diagnostic system for a vehicle comprises a control system that stores calibration data. A transmitter selectively wirelessly transmits the calibration data. A service assistance system that is remote from the vehicle receives the calibration data wirelessly from the transmitter. A manufacturer information system receives the calibration data from the service assistance system, compares the calibration data to factory calibration data, and selectively generates a tampering flag based on the calibration data.

Abstract: A transferable electronic control unit having a non-volatile memory that retains values of learned correction factors for control parameters used in adaptively controlling the operation of a vehicle is disclosed. The electronic control unit receives an identification signal from the vehicle in which it operates. By comparing the value of the received identification signal with a stored value identifying the vehicle operated when learning the values of the correction factors that are stored in non-volatile memory, the electronic control unit determines whether or not it has been transferred between vehicles. When a transfer between vehicles has not occurred, the value of the learned correction factors stored in non-volatile memory are used to begin adaptively controlling vehicle operation. When a transfer between vehicles has occurred, initial or mean values for the correction factors are used to begin adaptively controlling vehicle operation.

Abstract: When the throttle of a vehicle engine is released by the vehicle operator of a vehicle having an automatic transmission, the slip of the automatic transmission is measured and the airflow of the engine is trimmed as a function of the measured slip to establish a desired drive-on feel of the vehicle during coastdown.

Abstract: An idle speed control motor under computer control positions a throttle stop for setting minimum throttle angles. The motor response to actuating pulses varies from motor to motor so that a gain factor is determined for each motor and is used to calculate the required pulse width to attain a desired throttle displacement. A gain learn program in the engine control computer runs when the ignition is turned off and is effective to extend the motor with a number of pulses of known width, measure the throttle displacement, and determine the gain factor by dividing a standard displacement by the measured displacement. The same program is applied to learning the gain of a throttle motor in an electronic throttle control system.

Abstract: Potentially damaging operation of a viscous converter clutch (VCC) is detected in relation to the slippage thereacross. The slippage is compared with a reference slip value indicative of excessive VCC slippage to develop a net overslip indicator. The value of the net overslip indicator changes in the direction of a first limit value so long as the detected slip is at least as great as the reference slip, and in the direction of a second limit value so long as the detected slip is less than the reference slip. When the net overslip indicator reaches the first limit value, the friction clutch is disengaged to release the VCC. According to a first embodiment, the transmission fluid temperature at the time of such deactivation is measured and stored, and the VCC is reactivated when transmission fluid temperature falls below the stored temperature, assuming other criteria for activation are also met.