Abstract: A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

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 electrified drivetrain for a vehicle includes a first electric machine, a second electric machine, a clutch, an HVAC compressor, and a controller. The second electric machine is rotatably coupled to a geartrain, the first electric machine is rotatably coupled to the HVAC compressor, and is rotatably couplable to the geartrain via the clutch, and the clutch is operative in a first state and a second state. The first electric machine is rotatably coupled to the geartrain when the clutch is controlled to the first state, and is decoupled from the geartrain when the clutch is controlled to the second state. The controller is operatively connected to the first and second electric machines, the clutch, and the HVAC compressor to control operation of the electrified drivetrain. The first electric machine can be used as a heater element and to provide mechanical power to the drivetrain.

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: A controller executes a method to manage an engine connect/disconnect decision in a powertrain having an engine, transmission, electric machine, and a battery pack and power inverter module (“TPIM”). In response to vehicle ground speed being less than a calibrated maximum electric vehicle accelerator pedal signal (“EVAPS”) level, the controller calculates a delta APS (“?PS”) value by subtracting a scaled APS value from the actual APS level. The scaled APS value is a scaled variant of a maximum EVAPS value selected from a maximum EVSAPS table, the latter populated based on inverter temperature, state of charge of the battery pack, and ground speed. When the ?APS value exceeds a threshold, the controller connects the engine to the transmission via an engine disconnect clutch. The engine is disconnected based on acceleration of the vehicle and the above-noted factors.

Abstract: A system for utilizing a deployable flex range battery to augment a primary battery is provided. The system includes a flex electronics bay. The flex electronics bay is electrically connected to an electrical sub-system including the primary battery and includes a DC-DC converter operable to change a voltage of electric power and at least one battery connection terminal. The system further includes the deployable flex range battery removably connected to the at least one battery connection terminal and a flex electronics bay controller programmed to selectively supply electric power from the flex electronics bay to the electrical sub-system.

Abstract: A vehicle powertrain includes a first power-source configured to generate a first power-source torque and a multiple speed-ratio transmission configured to transmit the first power-source torque to power the vehicle. The powertrain also includes a fluid coupling having a fluid pump shaft operatively connected to the first power-source and a turbine shaft operatively connected to the multi-speed transmission. The fluid coupling is configured to multiply the first power-source torque, and transfer the multiplied first power-source torque to the multiple speed-ratio transmission. The powertrain additionally includes a second power-source configured to generate a second power-source torque and a first torque transfer system configured to connect the second power-source to the first power-source. The powertrain further includes a second torque transfer system configured to connect the second power-source to the multi-speed transmission. A motor vehicle having such a powertrain is also envisioned.

Abstract: A vehicle powertrain variable vibration absorber assembly can be equipped in a hybrid electric vehicle (HEV). The vehicle powertrain variable vibration absorber assembly includes a rotary device, a drive-ratio assembly, and a spring. The rotary device, in an example, is a motor-generator unit (MGU). The drive-ratio assembly, in an example, is a planetary gear assembly. The drive-ratio assembly receives rotational drive input from the rotary device, and transmits rotational drive output to a powertrain component. The spring, in an example, is a variable stiffness spring. The spring is connected to the drive-ratio assembly and is connected to a grounded component. During use, the vehicle powertrain variable vibration absorber assembly absorbs different frequencies of vibration brought about by a vehicle engine amid different operating modes. The operating modes can involve cylinder deactivation technologies.

Abstract: A hybrid transmission for use with a vehicle having an engine has an electric-only mode where the engine is off and a hybrid mode where the engine is on. The hybrid transmission includes an engine connection member configured for connection with the engine, a motor/generator unit configured to selectively operate as a motor, a transmission gearing arrangement, and a transmission input member connected with the transmission gearing arrangement. A torque transfer device is controllable to transfer torque from the motor to the transmission input member upstream in power flow from the transmission gearing arrangement, and a starter gear set includes a planetary gear set positioned in power flow between the engine connection member and the motor. The starter gear set is selectively engageable with the transmission input member and the engine connection member.

Abstract: A method of stopping an engine crankshaft includes selecting a target angular position at which the engine crankshaft is to be stopped and detecting an actual angular position of the engine crankshaft and a rotational speed of the engine crankshaft. A stopping torque in calculated based on the actual angular position of the engine crankshaft and the rotational speed of the engine crankshaft. The stopping torque is applied to the engine crankshaft via a motor/generator operably connected to the engine crankshaft. The engine crankshaft is stopped at the target angular position via the application of the stopping torque.

Abstract: A hybrid powertrain system includes an electric machine, a torque converter, a transmission, a hydraulic pump, and a controller, and it is arranged to transfer mechanical power to a driveline. The torque converter includes a clutch, a pump, and a turbine, and the electric machine is rotatably coupled to the hydraulic pump and to the torque converter pump. The hydraulic pump is fluidly connected to the transmission, and the controller is operably connected to the electric machine and the torque converter clutch. The controller is executable to determine an operator command, and control the electric machine to spin the hydraulic pump in a speed control mode and control the torque converter clutch in an open state. Upon achieving a desired minimum pump speed, the torque converter clutch is applied in a slip state and the electric machine is controlled in response to the operator command.

Abstract: A hybrid transmission for use with a vehicle having an engine has an electric-only mode where the engine is off and a hybrid mode where the engine is on. The hybrid transmission includes an engine connection member configured for connection with the engine, a motor/generator unit configured to selectively operate as a motor, a transmission gearing arrangement, and a transmission input member connected with the transmission gearing arrangement. A torque transfer device is controllable to transfer torque from the motor to the transmission input member upstream in power flow from the transmission gearing arrangement, and a starter gear set includes a planetary gear set positioned in power flow between the engine connection member and the motor. The starter gear set is selectively engageable with the transmission input member and the engine connection member.

Abstract: A powertrain system configured to transfer torque to a driveline is described, and includes an internal combustion engine, a torque converter, a transmission, an electric machine, and a controller. The engine is configured to operate in one of an all-cylinder mode and a dynamic deactivation mode to generate an engine torque. The electric machine is configured to generate a motor torque. The motor torque and the engine torque combine to generate an output torque that is transferable to the driveline and is responsive to an output torque request. The controller is in communication with the engine, the torque converter, the transmission, and the electric machine. The controller includes an instruction set that is executable to operate the engine in the dynamic deactivation mode to generate engine torque, and operate the electric machine to generate motor torque to supplement the engine torque to generate the output torque.

Abstract: A method of stopping an engine crankshaft includes selecting a target angular position at which the engine crankshaft is to be stopped and detecting an actual angular position of the engine crankshaft and a rotational speed of the engine crankshaft. A stopping torque in calculated based on the actual angular position of the engine crankshaft and the rotational speed of the engine crankshaft. The stopping torque is applied to the engine crankshaft via a motor/generator operably connected to the engine crankshaft. The engine crankshaft is stopped at the target angular position via the application of the stopping torque.

Abstract: An engine starter system includes a starter including a multi-phase brushless electric motor and an electronic commutator assembly. A controller includes an instruction set that is executable in response to a command to execute an engine starting event. Operation includes determining a desired starting profile, controlling the starter to engage a rotatable member of the engine, and monitoring the rotational speed of the electric motor via a rotor position sensing circuit. The starter inverter is dynamically controlled to control the electric motor to spin the rotatable member of the internal combustion engine responsive to the desired starting profile, including dynamically controlling the starter inverter to control the electric motor to control the spin of the engine responsive to the desired starting profile to prevent occurrence of an engine speed flare event during the engine starting event.

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 system for controlling flow of transmission fluid in a vehicle may include a first pump, a second pump, a first check valve, a second check valve, and a fluid line. The first pump may include a first intake in fluid communication with a transmission discharge and a first discharge in fluid communication with a transmission intake. The second pump may include a second intake and a second discharge. The first check valve may include a first input in fluid communication with the second discharge and a first output in fluid communication with the transmission intake. The second check valve may include a second input in fluid communication with the transmission discharge and a second output in fluid communication with the second intake. The fluid line may include a first end in fluid communication with the second discharge and a second end in fluid communication with the second input.

Abstract: Vehicles and methods are provided for monitoring the health of a substrate and a protective coating disposed on the substrate. A vehicle includes a substrate, a protective coating, a coating deformation sensor, and a controller. The protective coating is disposed overtop the substrate. The coating deformation sensor is operatively coupled with the protective coating and configured to measure a deformation value of the protective coating. The controller is configured to: determine a deformation recovery rate of the protective coating based on the deformation value; determine whether the deformation recovery rate corresponds with an expected recovery rate of the protective coating; and indicate that the protective coating may be impaired in response to determining that the deformation recovery rate does not correspond with the expected recovery rate.

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 vehicle engine electric starter motor can bring a vehicle engine crankshaft up to a desired spinning speed prior to igniting the accompanying vehicle engine by way of multiple speed ratios. The vehicle engine electric starter motor includes a planetary gearset assembly. The planetary gearset assembly receives rotational drive input from an armature shaft, and transmits rotational drive output to an engine flywheel. Amid use of the vehicle engine electric starter motor, the vehicle engine electric starter motor can provide a first speed ratio by way of the planetary gearset assembly between the rotational drive input and the rotational drive output in a first mode of operation. And the vehicle engine electric starter motor can provide a second speed ratio by way of the planetary gearset assembly between the rotational drive input and the rotational drive output in a second mode of operation.