Abstract: Presented are electric motors and apparatuses thereof for discharging an electric charge buildup on the rotor. In an embodiment, an electric motor apparatus includes a case, a stator arranged within the case, a rotor, a motor shaft extending longitudinally through the rotor to include an axial end, a grounding brush having an outer surface and an elliptical surface, and a spring including one portion maintaining slidable contact with the case and another portion coupled to an outer surface of the brush, the elliptical surface attached to the axial end of the motor shaft for causing a current flow via the brush through the case, which can act as system ground, for discharging an electric charge buildup on the stator due to a parasitic capacitance between the stator and rotor.

Abstract: Induced currents in a multi-phase AC motor may be attenuated by operating the multi-phase AC motor with an AC choke surrounding an AC bus providing multi-phase AC voltage to multi-phase AC stator windings in a stator, wherein the AC choke may include an effective bandwidth at least covering resonant frequencies of a capacitance between the multi-phase AC stator windings and the stator or a frame of the AC motor.

Abstract: An electric motor assembly includes a housing having a generally cylindrical inner surface defining a generally cylindrical cavity within the housing, a stator operatively disposed within the generally cylindrical cavity, the stator including a plurality of stacked laminations wherein each lamination has an outer circumferential edge and a plurality of finger elements extending inward, and a layer of polymer disposed between a generally cylindrical outer surface of the stator and the generally cylindrical inner surface of the housing, such that the stator is fastened to the housing by the polymer. A method of manufacturing the electric motor assembly includes disposing a stator within a housing such that a gap is defined between the stator and the housing and the stator is not directly connected to the housing, and substantially filling the gap with a polymer capable of fastening the stator to the housing by only the polymer.

Abstract: A multi-pack battery system having at least first and second battery packs each with positive and negative terminals, and each with upper and lower switches respectively connected to the positive and negative terminals. The battery packs have a first voltage level, and are connectable in either series or parallel. A controller controls an ON/OFF state of the switches in response to input signals to select between two series charging modes, three parallel charging modes, and one or more propulsion modes. Some embodiments have a series propulsion mode. An electric powertrain system includes first and second power inverter modules (“PIMs”), an electrical load, front and rear electric machines connected to a respective one of the first and second PIMs, and the battery system. The powertrain system may selectively provide all-wheel, front-wheel, or rear-wheel drive capabilities in each of the various propulsion modes.

Abstract: An electric motor assembly includes a housing having a generally cylindrical inner surface defining a generally cylindrical cavity within the housing, a stator operatively disposed within the generally cylindrical cavity, the stator including a plurality of stacked laminations wherein each lamination has an outer circumferential edge and a plurality of finger elements extending inward, and a layer of polymer disposed between a generally cylindrical outer surface of the stator and the generally cylindrical inner surface of the housing, such that the stator is fastened to the housing by the polymer. A method of manufacturing the electric motor assembly includes disposing a stator within a housing such that a gap is defined between the stator and the housing and the stator is not directly connected to the housing, and substantially filling the gap with a polymer capable of fastening the stator to the housing by only the polymer.

Abstract: An electric propulsion system for a mobile platform includes a battery system connected to positive and negative bus rails, an accessory load having a rotary electric machine, a traction power inverter module (“TPIM”), and an accessory load, switches configured to transition the battery modules to a series-connected (“S-connected”) configuration during a direct current fast-charging (“DCFC”) operation of the battery system, and a controller. When battery modules of the battery system are connected in series during a direct current fast-charging (“DCFC”) operation, the controller executes a diagnostic method to determine bus rail voltages on the positive and negative bus rails and a mid-bus voltage, identifies a diagnosed electrical condition of the electric propulsion system by comparing the voltages to expected values or ranges, and executes a control action in response to the diagnosed electrical condition.

Abstract: An electric propulsion system for a mobile platform includes a battery system connected to positive and negative bus rails, an accessory load having a rotary electric machine, a traction power inverter module (“TPIM”), and an accessory load, switches configured to transition the battery modules to a series-connected (“S-connected”) configuration during a direct current fast-charging (“DCFC”) operation of the battery system, and a controller. When battery modules of the battery system are connected in series during a direct current fast-charging (“DCFC”) operation, the controller executes a diagnostic method to determine bus rail voltages on the positive and negative bus rails and a mid-bus voltage, identifies a diagnosed electrical condition of the electric propulsion system by comparing the voltages to expected values or ranges, and executes a control action in response to the diagnosed electrical condition.

Abstract: A multi-pack battery system having at least first and second battery packs each with positive and negative terminals, and each with upper and lower switches respectively connected to the positive and negative terminals. The battery packs have a first voltage level, and are connectable in either series or parallel. A controller controls an ON/OFF state of the switches in response to input signals to select between two series charging modes, three parallel charging modes, and one or more propulsion modes. Some embodiments have a series propulsion mode. An electric powertrain system includes first and second power inverter modules (“PIMs”), an electrical load, front and rear electric machines connected to a respective one of the first and second PIMs, and the battery system. The powertrain system may selectively provide all-wheel, front-wheel, or rear-wheel drive capabilities in each of the various propulsion modes.

Abstract: An onboard charging module (OBCM), e.g., for a vehicle, is characterized by an absence of a transformer and includes an AC-to-DC voltage rectifier, DC-DC buck converter, DC-DC boost converter, DC link capacitor between the buck converter and boost converter, and solid-state devices. The devices include a diode and first and second switches having opposite open/closed switching states. The first and second switches are connected to a common rail of a DC bus, the first switch and diode are between the voltage rectifier and boost converter, and the second switch is between the link capacitor and buck converter. Third and fourth switches may be used on the opposite rail as the first and second switches. The OBCM is operable, via operation of the solid-state devices, to charge the HV-ESS via an AC power supply while maintaining current isolation. An electrical system includes the OBCM, DC bus, and HV-ESS.

Abstract: An electrified powertrain system for a vehicle includes an electric machine coupled to a driveline. An inverter controller communicates directly with an auxiliary power module. An ignition module indicates either a key-on state or a key-off state. When the ignition module is in a key-off state, a low-power DC/DC converter generates an output voltage originating on the high-voltage DC bus having a magnitude sufficient to activate the inverter controller. The inverter controller detects a key-off uncontrolled generator (UCG) mode. The inverter controller directly communicates detection of the key-off UCG mode to the auxiliary power module. The inverter controller controls the inverter. The auxiliary power module supplies electric power to operate low-voltage electrically-powered powertrain actuators.

Abstract: A stator for an electric motor includes a plurality of pole pieces and a plurality of electrical windings associated with the pole pieces. Each winding includes a cable having an electrically conductive element. A lossy insulative material is located between the electrical windings and the associated pole pieces.

Abstract: An onboard charging module (OBCM), e.g., for a vehicle, is characterized by an absence of a transformer and includes an AC-to-DC voltage rectifier, DC-DC buck converter, DC-DC boost converter, DC link capacitor between the buck converter and boost converter, and solid-state devices. The devices include a diode and first and second switches having opposite open/closed switching states. The first and second switches are connected to a common rail of a DC bus, the first switch and diode are between the voltage rectifier and boost converter, and the second switch is between the link capacitor and buck converter. Third and fourth switches may be used on the opposite rail as the first and second switches. The OBCM is operable, via operation of the solid-state devices, to charge the HV-ESS via an AC power supply while maintaining current isolation. An electrical system includes the OBCM, DC bus, and HV-ESS.

Abstract: An electrified powertrain system for a vehicle includes an electric machine coupled to a driveline. An inverter controller communicates directly with an auxiliary power module. An ignition module indicates either a key-on state or a key-off state. When the ignition module is in a key-off state, a low-power DC/DC converter generates an output voltage originating on the high-voltage DC bus having a magnitude sufficient to activate the inverter controller. The inverter controller detects a key-off uncontrolled generator (UCG) mode. The inverter controller directly communicates detection of the key-off UCG mode to the auxiliary power module. The inverter controller controls the inverter. The auxiliary power module supplies electric power to operate low-voltage electrically-powered powertrain actuators.

Abstract: A number of variations may include a transmission assembly comprising a housing and a plurality of components within the housing comprising a drive motor that emits electromagnetic interference, a differential assembly, a first shaft connecting the drive motor to the differential assembly, and an output stub shaft connected to the differential assembly and thread through a hole in the housing to connect to a driveshaft wherein the output stub shaft comprises a noise reduction component constructed and arranged to reduce electromagnetic interference from the transmission assembly to the driveshaft.

Abstract: An electrical connector assembly for an electronic module includes a plug element having a body including at least one terminal receiving section. The at least one terminal receiving section includes at least one locking tab element. At least one rigid bus bar terminal is mounted in the at least one terminal receiving section. The at least one bus bar terminal extends from a first end to a second end through a substantially rigid intermediate portion. The first end includes a locking tab member inter-engaging with the locking tab element and the second end includes a module connector member.

Abstract: An electromagnetic interference reduction assembly for a transmission is disclosed. A transmission casing includes a base and walls extending outwardly away from the base to a distal edge. The transmission casing defines a first cavity between the walls and includes a platform disposed between the walls. A power inverter module is disposed in the first cavity and supported by the platform when in the first cavity. The power inverter module generates electrical noise during operation which produces electromagnetic interference. A lid is attached to the distal edge of the walls to contain the power inverter module inside the first cavity. A grounding member engages the power inverter module and the lid when the lid is attached to the transmission casing to electrically connect the power inverter module to the lid to reduce the electrical noise exiting the first cavity which reduces the electromagnetic interference exiting the first cavity.

Abstract: Systems and methods for a fault protection are provided that can be implemented in a hybrid electric vehicle (HEV) to limit the magnitude of a current that flows when an AC-to-chassis fault (ACF) occurs between an AC connection and the chassis of the HEV. An electric machine having a winding, an inverter sub-module (ISM) having a first switch and a second switch, and fault protection elements (FPEs), coupled to the ISM, are provided. The winding is coupled to the ISM coupled via the AC connection. The FPEs can include, for example, first and second inductances. To limit the magnitude of the current, the current can be passed along a first current path that includes the second inductance when the first switch is closed, and can be passed along a second current path that includes the first inductance when the second switch is closed.

Abstract: A stator for an electric motor includes a plurality of pole pieces and a plurality of electrical windings associated with the pole pieces. Each winding includes a cable having an electrically conductive element. A lossy insulative material is located between the electrical windings and the associated pole pieces.

Abstract: An electrical connector assembly for an electronic module includes a plug element having a body including at least one terminal receiving section. The at least one terminal receiving section includes at least one locking tab element. At least one rigid bus bar terminal is mounted in the at least one terminal receiving section. The at least one bus bar terminal extends from a first end to a second end through a substantially rigid intermediate portion. The first end includes a locking tab member inter-engaging with the locking tab element and the second end includes a module connector member.

Abstract: An electromagnetic interference reduction assembly for a transmission is disclosed. A transmission casing includes a base and walls extending outwardly away from the base to a distal edge. The transmission casing defines a first cavity between the walls and includes a platform disposed between the walls. A power inverter module is disposed in the first cavity and supported by the platform when in the first cavity. The power inverter module generates electrical noise during operation which produces electromagnetic interference. A lid is attached to the distal edge of the walls to contain the power inverter module inside the first cavity. A grounding member engages the power inverter module and the lid when the lid is attached to the transmission casing to electrically connect the power inverter module to the lid to reduce the electrical noise exiting the first cavity which reduces the electromagnetic interference exiting the first cavity.