Abstract: A vehicle propulsion system includes an engine and a first electric machine each configured to selectively provide torque to propel the vehicle. A second electric machine is coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. A propulsion controller is programmed to start the engine using cranking torque output from the second electric machine powered by the high-voltage power source. The controller is also programmed to operate both of the first electric machine and the combustion engine to propel the vehicle in response to an acceleration demand greater than a threshold. The controller is further programmed to decouple the engine and propel the vehicle using the first electric machine in response to vehicle speed less than a speed threshold.

Abstract: A method of controlling a powertrain of a vehicle includes opening and/or closing one or more of a first switching device, a second switching device, a third switching device, and engaging and/or disengaging at least one of a pair of actuators for a starter mechanism or a motor/generator clutch. Many different control modes are provided for the powertrain by changing the operation of a motor-generator between a motor or a generator, and changing the electrical connections between a first energy storage device, a second energy storage device, an auxiliary electric system, the starter mechanism, and the motor-generator.

Abstract: A vehicle propulsion system includes an internal combustion engine configured to output a primary output torque and at least one fuel injector arranged to supply fuel to a combustion chamber of the engine. The propulsion system also includes at least one exhaust aftertreatment device to capture combustion byproducts within an exhaust flow. The propulsion system also includes an electric machine coupled to the engine to exchange torque. A controller is programmed to supply a baseline fuel injection corresponding to a first engine output to satisfy a driver torque demand and to periodically supplement the baseline target fuel injection quantity to increase engine output torque to overshoot the first engine output thereby increasing combustion byproducts to regenerate the at least one exhaust aftertreatment device. The controller is also programmed to apply a resistive torque from the electric machine such that an overall propulsion system torque remains at the driver torque demand.

Abstract: A powertrain includes a motor-generator that is coupled to an engine. A starter mechanism is coupled to the engine. A first energy storage device is disposed in a parallel electrical relationship with the starter mechanism. A second energy storage device is disposed in a parallel electrical relationship with the motor-generator. The electrical circuit exhibits a first electrical resistance between the first energy storage device and the motor-generator, and a second electrical resistance between the second energy storage device and the motor-generator. The first electrical resistance is greater than the second electrical resistance so that electrical energy from the motor-generator more easily flows to the second energy storage device than the first energy storage device, and the motor-generator more easily draws electrical energy from the second energy storage device than from the first energy storage device.

Abstract: A vehicle propulsion system includes a combustion engine configured to output a propulsion torque to satisfy a propulsion demand, and a traction electric machine to generate a supplemental torque to selectively supplement the propulsion torque. The propulsion system also includes a controller programmed to forecast an acceleration demand based on at least one estimation model. The controller is also programmed to issue a command indicative of a required axle torque corresponding to the acceleration demand. The controller is further programmed to engage at least one fuel conservation action in response to the required axle torque being within a first predetermined torque threshold range.

Abstract: A vehicle propulsion system includes an engine and a first electric machine each configured to selectively provide torque to propel the vehicle. A second electric machine is coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. A propulsion controller is programmed to start the engine using cranking torque output from the second electric machine powered by the high-voltage power source. The controller is also programmed to operate both of the first electric machine and the combustion engine to propel the vehicle in response to an acceleration demand greater than a threshold. The controller is further programmed to decouple the engine and propel the vehicle using the first electric machine in response to vehicle speed less than a speed threshold.

Abstract: A hybrid vehicle propulsion includes an engine and a first electric machine, where each is configured to selectively provide torque to propel the vehicle. The propulsion system also includes a second electric machine coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. The propulsion system further includes a controller programmed to deactivate the engine and propel the vehicle using the first electric machine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time. The controller is also programmed to restart the engine using the second electric machine powered by the high-voltage power source.

Abstract: An electric power management system for a vehicle includes a first power bus arranged in parallel with a second power bus between first and second nodes. A third power bus couples a first battery and an auxiliary load at the second node. The second power bus couples a starter, a second battery and a generator at the first node, and selectively couples the first node to the second node when a first switch is activated. The second battery couples to the first node when a second switch is activated and the engine starter couples to the first node when a starter switch is activated. The second power bus couples the first node to the second node when a third switch is activated. A controller monitors states of charge of the first battery and the second battery and controls activations of the first switch, the second switch and the third switch.

Abstract: A network includes vehicle(s) having a battery pack and vehicle telematics unit (VTU), and a server. A server in communication with the VTUs and remote client device(s) is programmed to receive vehicle information from the VTU, including an energy throughput value defined by charging power delivered to the battery pack during an active charging event. The server receives utility information and a load adjustment request from the remote client device, including a power interrupt permission status describing whether interruption of power by a host of the client device is permitted. Charging control signals are transmitted in response to the load adjustment request to enable or postpone the charging event. Energy throughput is recorded over multiple active charging events, which are then combined or aggregated. Output data, e.g., a bill or report describing the aggregated energy throughput values, may be generated by the server. A method and server are also disclosed.

Abstract: A powertrain and an electromechanical apparatus are disclosed. A ring gear is attached to a first distal end of a crankshaft such that the ring gear and the crankshaft are rotatable in unison about a longitudinal axis. A motor-generator includes a motor/generator shaft being rotatable about a first axis spaced from the longitudinal axis. A starter mechanism includes a first starter gear coupleable to the motor/generator shaft and rotatable about a second axis spaced from the longitudinal axis. The first starter gear is movable along the second axis between a first position engaging the ring gear such that torque is transferred from the motor/generator shaft through the first starter gear and the ring gear to the crankshaft to start the engine, and a second position disengaged from the ring gear to rotatably disconnect the starter mechanism from the ring gear.

Abstract: A powertrain includes a first switching device transitionable between an open state disconnecting a first energy storage device from one of a motor-generator and an auxiliary electric system, and a closed state connecting the first energy storage device to one of the motor-generator and the auxiliary electric system. A second switching device is transitionable between an open state disconnecting a second energy storage device from one of the motor-generator and the auxiliary electric system, and a closed state connecting the second energy storage device to one of the motor-generator and the auxiliary electric system. A third switching device is transitionable between an open state disconnecting the auxiliary electric system from one of the motor-generator, and the first and second energy storage devices, and a closed state connecting the auxiliary electric system to one of the motor-generator, and the first and second energy storage devices.

Abstract: A method of controlling a powertrain of a hybrid vehicle includes comparing an operating efficiency of a motor-generator-inverter to an upper MGI efficiency threshold when a boost operating mode is selected. When the operating efficiency of the motor-generator-inverter is equal to or greater than the upper MGI efficiency threshold, the motor-generator-inverter is controlled to operate in the boost operating mode. The operating efficiency of the motor-generator-inverter is compared to a lower MGI efficiency threshold when a regenerative operating mode is selected. When the operating efficiency of the motor-generator-inverter is equal to or greater than the lower MGI efficiency threshold, the motor-generator-inverter is controlled to operate in the regenerative operating mode.

Abstract: An electrical system includes an engine, a motor-generator and a starter mechanism, and engine systems also include the engine. The electrical system includes a first energy storage device having a first voltage level and a second energy storage device having a second voltage level less than the first voltage level. The electrical system further includes a controller configured to control the motor-generator, the starter mechanism and first and second switching devices. Current from at least one of the first and second energy storage devices is delivered to the motor-generator when at least one of the first switching device is in a first closed state and the second switching device is in a second closed state such that the motor-generator transfers torque to the starter mechanism and the starter mechanism uses the torque to start the engine.

Abstract: A powertrain for a vehicle includes an engine and a method of assembling the powertrain includes providing the engine. A starter mechanism is selectively operable to start the engine. A motor-generator includes an adapter to dispose the motor-generator and the starter mechanism in alternative assembly configurations being a first assembly configuration and a second assembly configuration. The first assembly configuration is when the starter mechanism is coupleable to the adapter to selectively transfer torque from the motor-generator through the adapter and the starter mechanism to start the engine. The second assembly configuration is when the starter mechanism is spaced from the adapter to operate independently of the motor-generator such that the starter mechanism selectively transfers torque to start the engine.

Abstract: An electrical system includes an engine, a motor-generator and a starter mechanism, and engine systems also include the engine. The electrical system includes a first energy storage device having a first voltage level and a second energy storage device having a second voltage level less than the first voltage level. The electrical system further includes a controller configured to control the motor-generator, the starter mechanism and first and second switching devices. Current from at least one of the first and second energy storage devices is delivered to the motor-generator when at least one of the first switching device is in a first closed state and the second switching device is in a second closed state such that the motor-generator transfers torque to the starter mechanism and the starter mechanism uses the torque to start the engine.

Abstract: A powertrain includes an engine with a crankshaft rotating on a first axis, motor/generator unit (MGU), belted drive system, transmission, actuator assembly, and controller. An MGU rotor shaft rotates about a second axis. The belted drive assembly has a first pulley connected to the crankshaft, a second pulley selectively connected to the rotor shaft, and an endless rotatable drive element that connects the pulleys. The transmission is connected to the flywheel via an input clutch. The actuator assembly has a third axis parallel to the first and second axes, a linear actuator(s), pinion gears translatable along the third axis to selectively engage the first and second gear elements, and overrunning clutches to passively disengage the pinion gears from the first or second gear element. The controller transmits control signals to the MGU and linear actuators to command a control state via translation of the pinion gears.

Abstract: A powertrain includes a motor-generator and an auxiliary electric system. The powertrain also includes a first energy storage device disposed in a parallel electrical relationship with a motor-generator and an auxiliary electric system. Additionally, the powertrain includes a first switching device selectively transitionable between a first open state to electrically disconnect the first energy storage device from at least one of the motor-generator and the auxiliary electric system, and a first closed state to electrically connect the first energy storage device to at least one of the motor-generator and the auxiliary electric system. The motor-generator and the auxiliary electric system are operable regardless of the first switching device being in the first open and closed states.

Abstract: An electric power management system for a vehicle includes a first power bus arranged in parallel with a second power bus between first and second nodes. A third power bus couples a first battery and an auxiliary load at the second node. The second power bus couples a starter, a second battery and a generator at the first node, and selectively couples the first node to the second node when a first switch is activated. The second battery couples to the first node when a second switch is activated and the engine starter couples to the first node when a starter switch is activated. The second power bus couples the first node to the second node when a third switch is activated. A controller monitors states of charge of the first battery and the second battery and controls activations of the first switch, the second switch and the third switch.

Abstract: A method of controlling a powertrain of a vehicle includes opening and/or closing one or more of a first switching device, a second switching device, a third switching device, and engaging and/or disengaging at least one of a pair of actuators for a starter mechanism or a motor/generator clutch. Many different control modes are provided for the powertrain by changing the operation of a motor-generator between a motor or a generator, and changing the electrical connections between a first energy storage device, a second energy storage device, an auxiliary electric system, the starter mechanism, and the motor-generator.

Abstract: A method of controlling a hybrid vehicle having a hybrid powertrain with an engine and a motor/generator includes receiving data indicative of anticipated future vehicle operating conditions, and determining via a controller optimal operating parameters for the engine and for the motor/generator based at least partially on the data. A controller then commands a powertrain operating strategy for the engine and the motor/generator based on the determined optimal operating parameters. The data received can be from active onboard sensing systems and from vehicle telematics systems.