Abstract: A drive arrangement for an engine, the drive arrangement, which can be a P1 hybrid or hybrid series generator arrangement, includes a drive housing and an Emotor including a stator and a rotor, with the stator being supported in the housing. A flex-plate coupling having at least two flex plates, with fasteners connecting end regions of the at least two flex plates, is provided, and a first flex-plate has openings that are adapted to receive fasteners for direct connection to an end of the engine crankshaft. A last of the flex plates is connected to the rotor. The rotor has a rotor support with a pilot at a first end that is received in a pilot opening in the end of the crankshaft and a second end with a support flange. A hub support is connected to the drive housing and rotatably supports the support flange of the rotor support.

Abstract: An power system for an electric motor vehicle includes a power electronics unit connected to battery-side terminals, motor-side terminals and power source-side terminals. The power electronics unit including a plurality of half-bridges, each of the half-bridges including a pair of switches, each of the half-bridges connecting to a respective one of the motor-side terminals, the power electronics unit being operable to direct current from a power source through an electric motor to a battery to charge the battery by repeatedly operating the electric motor in an inductor field building phase, and then an inductor field collapse phase. The power electronics unit is operable to supply current from the power source to electric motor to establish inductor fields in the electric motor in the inductor field building phase.

Abstract: A hybrid drive arrangement for an internal combustion engine is provided, and includes an emotor having a rotor that is connected to the crankshaft and a stator that is fixed relative to the engine. A flex plate is connected for rotation with the rotor, and a resolver drive shaft extends from the flex plate, coaxial with the rotor. A resolver is provided having a resolver rotor that is connected with the resolver drive shaft at a position spaced apart from the flex plate, and a resolver stator is fixed relative to the emotor stator and located in proximity to the resolver rotor. A resolver rotor support acts to support the resolver drive shaft in proximity to the resolver stator. This arrangement isolates deflections caused by the crankshaft so that the radial deflections of the resolver rotor are minimized in order to ensure proper functioning of the resolver.

Abstract: An power system for an electric motor vehicle includes a power electronics unit connected to battery-side terminals, motor-side terminals and power source-side terminals. The power electronics unit including a plurality of half-bridges, each of the half-bridges including a pair of switches, each of the half-bridges connecting to a respective one of the motor-side terminals, the power electronics unit being operable to direct current from a power source through an electric motor to a battery to charge the battery by repeatedly operating the electric motor in an inductor field building phase, and then an inductor field collapse phase. The power electronics unit is operable to supply current from the power source to electric motor to establish inductor fields in the electric motor in the inductor field building phase.

Abstract: An induction motor rotor shaft assembly may include an induction motor rotor shaft rotatable about a center axis, the induction motor rotor shaft including a hollow cylindrical base including an outer circumferential surface, an inner circumferential surface, a first axial end and a second axial end. The induction motor rotor shaft can include a helical structure extending about the center axis on or in the inner circumferential surface. The induction motor rotor shaft assembly may include a coolant supply for providing coolant inside of the hollow cylindrical base onto the helical structure for flow axially inside the hollow cylindrical base along the helical structure as the induction motor rotor shaft rotates about the center axis.

Abstract: A torque converter includes a front cover, a shield, a lock-up clutch, and a dam. The front cover is arranged to receive a torque and includes a radial portion having an orifice extending axially therethrough. The shield is non-rotatably connected to the front cover and includes an opening extending axially therethrough. The shield and the front cover define a chamber. The lock-up clutch includes a piston. The piston and the front cover define in part a compensation chamber. The dam is arranged in the chamber and sub-divides the chamber into an air chamber and a compensation reservoir. At least a portion of the dam is axially displaceable within the chamber. The air chamber is arranged between the dam and the shield and is in fluid communication with an ambient environment via the opening. The compensation reservoir is arranged between the dam and the radial portion and is in fluid communication with the compensation chamber via the orifice.

Abstract: An electric beam axle for use in an electric or hybrid motor vehicle includes a valve positioned between a differential case and an axle tube. The valve includes a valve housing with a fluid flow path extending through the valve housing, and a valve member positioned within the fluid flow path of the valve housing. The valve can also include a stop coupled to the valve housing, the stop being configured to retain the valve member within the fluid flow path of the valve housing. The valve member is configured to prevent fluid from flowing through the fluid flow path and into the axle tube of the electric beam axle when the electric or hybrid motor vehicle is driving across steep road grades and/or under lateral acceleration (cornering) events.

Abstract: A torque converter includes a front cover, a shield, a lock-up clutch, and a dam. The front cover is arranged to receive a torque and includes a radial portion having an orifice extending axially therethrough. The shield is non-rotatably connected to the front cover and includes an opening extending axially therethrough. The shield and the front cover define a chamber. The lock-up clutch includes a piston. The piston and the front cover define in part a compensation chamber. The dam is arranged in the chamber and sub-divides the chamber into an air chamber and a compensation reservoir. At least a portion of the dam is axially displaceable within the chamber. The air chamber is arranged between the dam and the shield and is in fluid communication with an ambient environment via the opening. The compensation reservoir is arranged between the dam and the radial portion and is in fluid communication with the compensation chamber via the orifice.

Abstract: A sump arrangement for a transmission includes a first sump arranged for receiving a hydraulic fluid at a first location, a second sump arranged for receiving the hydraulic fluid at a second location, different than the first location, a transmission pump with an inlet, and a valve for selectively hydraulically connecting the inlet to the first sump or to the second sump. The transmission pump is arranged for pumping the hydraulic fluid through the transmission. In some example embodiments, the valve is a spool valve. In an example embodiment, the valve is an inertia valve.

Abstract: An electric beam axle for use in an electric or hybrid motor vehicle includes a valve positioned between a differential case and an axle tube. The valve includes a valve housing with a fluid flow path extending through the valve housing, and a valve member positioned within the fluid flow path of the valve housing. The valve can also include a stop coupled to the valve housing, the stop being configured to retain the valve member within the fluid flow path of the valve housing. The valve member is configured to prevent fluid from flowing through the fluid flow path and into the axle tube of the electric beam axle when the electric or hybrid motor vehicle is driving across steep road grades and/or under lateral acceleration (cornering) events.

Abstract: An induction motor rotor shaft assembly may include an induction motor rotor shaft rotatable about a center axis, the induction motor rotor shaft including a hollow cylindrical base including an outer circumferential surface, an inner circumferential surface, a first axial end and a second axial end. The induction motor rotor shaft can include a helical structure extending about the center axis on or in the inner circumferential surface. The induction motor rotor shaft assembly may include a coolant supply for providing coolant inside of the hollow cylindrical base onto the helical structure for flow axially inside the hollow cylindrical base along the helical structure as the induction motor rotor shaft rotates about the center axis.

Abstract: A powertrain includes an electric machine including a rotor defining a hollow center and a fluid-coupling assembly at least partially disposed within the hollow center. The fluid-coupling assembly includes an input shaft, a turbine fixedly coupled to the rotor and having a hub configured to connect with a transmission input shaft, and an impeller configured to fluid couple with the turbine. The impeller is selectively coupled to the rotor and selectively coupled to the input shaft.

Abstract: A hybrid powertrain includes a torque converter including an impeller, a turbine, and a stator, wherein the impeller is configured to receive torque from the engine input shaft without utilizing a torque converter cover or shell. The hybrid powertrain includes an electric machine including a rotor and motor stator, wherein the electrical machine is configured to transfer torque to a transmission input via the rotor.

Abstract: A hybrid powertrain includes a torque converter including an impeller, a turbine, and a stator, wherein the impeller is configured to receive torque from the engine input shaft without utilizing a torque converter cover or shell. The hybrid powertrain includes an electric machine including a rotor and motor stator, wherein the electrical machine is configured to transfer torque to a transmission input via the rotor.

Abstract: A hybrid module includes a first component, a second component, a first bearing, and a retainer. The first component has a pilot surface and a threaded portion, and the second component has a shaft and a tool. The tool has a first drive profile. The first bearing is installed on the pilot surface and the retainer is threaded onto the threaded portion. The retainer has a second drive profile, complementary to the first drive profile. A second bearing may be installed between the first component and the shaft, and a retaining ring may be installed in the shaft or the first component to prevent axial displacement of the shaft relative to the first component. The retainer may be disposed on a first axial side of the first bearing, and the second bearing may be disposed on a second axial side of the first bearing, opposite the first axial side.

Abstract: A hybrid module includes a first component, a second component, a first bearing, and a retainer. The first component has a pilot surface and a threaded portion, and the second component has a shaft and a tool. The tool has a first drive profile. The first bearing is installed on the pilot surface and the retainer is threaded onto the threaded portion. The retainer has a second drive profile, complementary to the first drive profile. A second bearing may be installed between the first component and the shaft, and a retaining ring may be installed in the shaft or the first component to prevent axial displacement of the shaft relative to the first component. The retainer may be disposed on a first axial side of the first bearing, and the second bearing may be disposed on a second axial side of the first bearing, opposite the first axial side.

Abstract: A powertrain includes an electric machine including a rotor defining a hollow center and a fluid-coupling assembly at least partially disposed within the hollow center. The fluid-coupling assembly includes an input shaft, a turbine fixedly coupled to the rotor and having a hub configured to connect with a transmission input shaft, and an impeller configured to fluid couple with the turbine. The impeller is selectively coupled to the rotor and selectively coupled to the input shaft.

Abstract: A compact integrated torque converter assembly is disclosed herein. The integrated torque converter assembly includes a clutch assembly that is integrated with a core ring arrangement. Based on this arrangement, the clutch assembly is positioned inside of the torus and radially inward from a radially outward periphery of the pump and the turbine.

Abstract: A hybrid module includes a rotor carrier, a rotor, first and second pluralities of clutch plates, an input, a spring element, and first and second torsion dampers. The rotor carrier has a first outer circumferential surface and an inner circumferential surface with a first spline. The rotor is fixed to the first outer circumferential surface. The first plurality of clutch plates is drivingly connected to the first spline. The input has a second outer circumferential surface with a second spline. The second plurality of clutch plates is drivingly connected to the second spline. The spring element is for compressing the clutch plates to transmit a clutch torque. The first torsion damper is arranged in a first torque path between the input and an engine. The second torsion damper is arranged in a second torque path between the rotor carrier and a multi-speed transmission.

Abstract: A hybrid module includes a rotor carrier, a rotor, first and second pluralities of clutch plates, an input, a spring element, and first and second torsion dampers. The rotor carrier has a first outer circumferential surface and an inner circumferential surface with a first spline. The rotor is fixed to the first outer circumferential surface. The first plurality of clutch plates is drivingly connected to the first spline. The input has a second outer circumferential surface with a second spline. The second plurality of clutch plates is drivingly connected to the second spline. The spring element is for compressing the clutch plates to transmit a clutch torque. The first torsion damper is arranged in a first torque path between the input and an engine. The second torsion damper is arranged in a second torque path between the rotor carrier and a multi-speed transmission.