Gm Global Technolgoy Operations, Inc.

Michael J Grimmer

Steven E Schulz

William R Cawthorne

Mark A Gehringer

Konstantin S Majarov

Eric J Defenderfer

Stephen H Miller

Alan G Holmes

Silva Hiti

Mohammad N Anwar

Allen Joseph Lehmen

John P Miller

Poh Fong Chin

Peter Donald Bock

Paul A Piorkowski

Randy Lewis Melanson

Carl M Romack

Steven E Schultz

Rajesh Kumar R

Stephanie A Erntser

Stephanie A Ernster

A coulomb friction damped drive shaft may include an outer shaft defined by a longitudinal axis, a first tapered portion and a second tapered portion at opposite ends of the outer shaft; an inner shaft inserted through the outer shaft along the longitudinal axis and defined by a first uniform portion a second uniform portion adjacent to opposite ends of the inner shaft; a first tapered sleeve inserted between the first uniform portion and the first tapered portion; and a second tapered sleeve inserted between the second uniform portion and the second tapered portion. The first tapered sleeve may be biased along the longitudinal axis toward the second tapered sleeve to create a friction between the inner shaft and the outer shaft. The friction may act on a twisting motion of the inner shaft relative to the outer shaft to coulomb friction dampen oscillations in the inner shaft.

Coulomb friction axle damper

A system according to the present disclosure includes an engine speed module and a damper control module. The engine speed module is configured to determine a speed of an engine. The damper control module is configured to (i) fully engage a damper bypass clutch of a damper assembly to fully bypass a damper of the damper assembly when the engine is starting and the engine speed is less than a first speed, and (ii) partially engage the damper bypass clutch to partially bypass the damper when the engine speed is greater than or equal to the first speed. The engine is connected to a transmission through the damper when the damper bypass clutch is at least partially disengaged. The damper bypass clutch connects the engine and the transmission to one another independent of the damper when the damper bypass clutch is fully engaged.

System and method for controlling a damper bypass clutch to provide friction damping in a connection between an engine and a transmission

A two-stage stiffness driveshaft includes a hollow cylinder having first and second ends and a hollow cylinder stiffness. An inner shaft having first and second ends and an inner shaft stiffness extends through the hollow cylinder. The inner shaft's first end and the hollow cylinder's first end are engaged via a rotational clearance fit. The inner shaft's second end is rotationally fixed to the hollow cylinder's second end to permit the inner shaft's first end to twist through a predetermined angle relative to the inner shaft's second end. The inner shaft's stiffness defines the driveshaft's first-stage stiffness, while the combined stiffness of the inner shaft and the hollow cylinder defines the driveshaft's second-stage stiffness. A damping element positioned between the inner shaft and the hollow cylinder controls variation in torque transmitted by the driveshaft and generates gradual transition between the first-stage stiffness and the second-stage stiffness.

Driveshaft with two-stage stiffness

A two-stage stiffness driveshaft includes a hollow cylinder defined by a longitudinal axis, a first end, a distal second end, and a hollow cylinder stiffness. The driveshaft also includes an inner shaft extending through the hollow cylinder along the longitudinal axis and defined by a first end, a distal second end, and an inner shaft stiffness. The first end of the inner shaft is engaged with the first end of the hollow cylinder via a rotational clearance fit. The second end of the inner shaft is rotationally fixed to the second end of the hollow cylinder such that the first end of the inner shaft can twist to a predetermined angle with respect to the second end of the inner shaft. The inner shaft stiffness defines a first-stage stiffness of the driveshaft, and the inner shaft stiffness and the hollow cylinder stiffness together define a second-stage stiffness of the driveshaft.

A method of controlling a power inverter coupled to an electric motor in a vehicle powertrain having an engine is provided. The method includes generating a voltage waveform signal and a switching frequency signal for the inverter via a controller. At least one of the voltage waveform signal and the switching frequency signal is at least partially based on at least one commanded engine operating parameter. For example, the engine on/off state, engine torque, and engine speed can be considered. A vehicle having a controller configured to implement the method is also provided.

Inverter control method and vehicle having same

A method of controlling a powertrain system of a hybrid vehicle includes detecting a request to start an engine, incrementally applying torque to the powertrain system, and biasing the torque against a static member of the powertrain system, such as a parking pawl of a transmission when the transmission is disposed in a parking position, to remove lash from the powertrain system prior to starting the engine.

Method to reduce powertrain noise and vibration during engine start in hybrid vehicle

Embodiments of the present disclosure relate to methods, systems and apparatus for implementing dithering in motor drive system for controlling operation of a multi-phase electric machine.

Methods, systems and apparatus for implementing dithering in motor drive system for controlling operation of an electric machine

Embodiments of the present disclosure relate to methods, systems and apparatus for computing a voltage advance used in controlling operation of an electric machine.

Methods, systems and apparatus for computing a voltage advance used in controlling operation of an electric machine

A torsional damper assembly for transmitting torque between a prime mover of a powertrain and an input of a transmission is provided. The torsional damper assembly includes an input mass, an output mass, a damping element, a bypass clutch, and a bypass clutch release lever. The damping element is interposed between the input mass and the output mass, and it is operable to translate torque between the masses and to dampen oscillation generated by the prime mover. The bypass clutch is configured to couple the input and output masses together for common rotation when engaged. The bypass clutch release lever is pivotally rotatable with respect to the output mass, and it includes a biasing portion and a weighted end. When rotated, the biasing portion is operable to bias the bypass clutch away from the input mass to disengage the bypass clutch.

Torsional damper assembly

A method for controlling a traction power inverter module (TPIM) in a vehicle includes determining a commanded output torque of the motor using a controller. The method further includes controlling the TPIM and motor using a discontinuous pulse width modulated (DPWM) signal when the commanded output torque is less than a calibrated torque threshold. A continuous pulse width modulated (CPWM) signal is used when the commanded output torque is greater than the threshold. The method may include determining a direction of a change in the commanded output torque, and controlling the TPIM, via the controller, using the DPWM signal only when the commanded output torque drops below a predetermined hysteresis level. A vehicle includes a traction motor producing a motor torque for propelling the vehicle, an ESS, a TPIM, and a controller configured as noted above.

Control of a traction power inverter module in a vehicle having an electric traction motor

This invention relates to a method of eliminating rotation of a snap ring, and more specifically, to an anti-rotation feature on the outer diameter of a gapped snap ring. The invention prevents rotation of the snap ring within the housing in which it is assembled. This is done to prevent the gap, which causes a mechanical imbalance, from changing position within the housing. This enables fixed position balancing mechanisms to be effective in balancing the assembly. A locking feature is provided that is adapted to lock the snap ring in a snap ring groove, preventing the snap ring gap from rotating within the snap ring groove. The locking feature comprises at least one locking feature crest positioned on the outer diameter of the snap ring.

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Troy, MI, United States of America

Michael J Grimmer