Patent Publication Number: US-11378048-B2

Title: Integrated starter-generator

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 16/212,190 filed on Dec. 6, 2018. The disclosure of the above application is incorporated herein by reference in its entirety. 
    
    
     FIELD 
     The present teachings relate to starters for engine in lightweight utility vehicles such as golf cars, and more particularly, to a starter-generator that integrated with the respective engine to be started. 
     BACKGROUND 
     The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. 
     Traditionally, golf and utility vehicles that utilize the accelerator pedal to start the vehicle engine use a starter motor (that in most instances is also a generator) that is mechanically coupled to the vehicle engine. Particularly, such typical vehicle engine starter systems comprise a DC motor/generator, and a drive belt and pulleys that mechanically couple the DC motor/generator to a flywheel of the vehicle engine. The flywheel is connected to a crankshaft of the vehicle engine. In such instances, the DC motor/generator is activated, via a pedal switch, to rotate the drive belt and pulleys, which in turn rotates the engine flywheel, which in turn rotates the engine crankshaft to start the vehicle engine. Hence, the traditional vehicle engine starter systems comprise a large number of components, that in most instances, have a finite service life, and need frequent maintenance and repair. Additionally, the components of the traditional starter system can be a source to additional engine noise because of their design and applications. 
     SUMMARY 
     In various embodiments, the present disclosure provides a prime mover for a lightweight vehicle, wherein the prime mover is structured and operable to generate and deliver power to a driveline of the lightweight vehicle to provide motive force to the lightweight vehicle. In various embodiments, the prime mover comprises an internal combustion engine that is structured and operable to generate the power delivered to the driveline, a starter motor integrally integrated with the internal combustion engine, wherein the integrated starter motor is structured and operable to start the internal combustion engine, and a housing for the prime mover. In various instances the housing comprises an internal combustion engine portion that encloses at least a portion of the internal combustion engine, and a starter motor portion that encloses the integrated starter motor. In various embodiments, the starter motor portion of the housing comprises a shroud that is integrally formed with, or connected to, the internal combustion engine portion of the housing, and a cover connectable to the shroud to enclose the starter motor therebetween. In various implementations, the prime mover additionally comprises a Hall Effect sensor mounted to the combustion engine portion of the housing within the starter motor portion shroud, and a prime mover control module. The prime mover control module is structured and operable to communicate with the Hall Effect sensor, determine when operation of the internal combustion engine should start; and upon the determination that operation of the internal combustion engine should start, utilize the communication from the Hall Effect sensor to stop the internal combustion engine such that a piston of the internal combustion engine is positioned at between 15° and 25° after bottom-dead-center. 
     In various other embodiments, the present disclosure provides a lightweight vehicle, wherein the vehicle generally comprises a chassis, a passenger compartment supported by the chassis, a plurality of wheels, and a powertrain operatively connected to at least one of the wheels. In various instances the powertrain comprise a driveline that comprise an axle assembly operably connected to the at least one of the wheels, and a transaxle and/or a transmission operably connected to the axle assembly. The lightweight vehicle additionally comprises a prime mover operably connected to the driveline, wherein the prime mover is structured and operable to generate and deliver power to the driveline. The driveline is structured and operable to receive the generated power and deliver the power to the at least one wheel. In various instances the prime mover comprises an internal combustion engine that is structured and operable to generate the power delivered to the driveline, and a starter motor that is integrally integrated with the internal combustion engine, wherein the starter motor structured and operable to start the internal combustion engine. 
     In various other embodiments, the present disclosure provides a method of operating a prime mover for a lightweight vehicle, wherein the prime mover comprises a housing and a starter motor integrally integrated with an internal combustion engine that is disposed within the housing. The prime mover is structured and operable to generate and deliver power to a driveline of the lightweight vehicle to provide motive force to the lightweight vehicle. In various embodiments, the method comprises starting the internal combustion engine via the starter motor integrally integrated with the internal combustion engine, wherein a starter motor is enclosed within a starter motor portion of the housing, and the starter motor portion of the housing comprises a shroud and a cover connectable to the shroud to enclose the starter motor therebetween. In such embodiments the method additionally comprises generating and delivering power to the driveline via the internal combustion engine integrally integrated with the starter motor, wherein at least a portion of the internal combustion engine is enclosed within an internal combustion engine portion of the housing. In such embodiments, the method further comprises determining when operation of the internal combustion engine should start utilizing communications of an prime mover control module of the prime mover to with a Hall Effect sensor of the prime mover that is mounted to the housing, and upon the determination that operation of the internal combustion engine should start, stopping the internal combustion engine such that a piston of the internal combustion engine is positioned at between 15° and 25° after bottom-dead-center. 
     This summary is provided merely for purposes of summarizing various example embodiments of the present disclosure so as to provide a basic understanding of various aspects of the teachings herein. Various embodiments, aspects, and advantages will become apparent from the following detailed description taken in conjunction with the accompanying drawings which illustrate, by way of example, the principles of the described embodiments. Accordingly, it should be understood that the description and specific examples set forth herein are intended for purposes of illustration only and are not intended to limit the scope of the present teachings. 
    
    
     
       DRAWINGS 
       The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present teachings in any way. 
         FIG. 1  is a side view of a lightweight vehicle including a prime mover comprising a starter motor integrally integrated with an internal combustion engine, in accordance with various embodiments of the present disclosure. 
         FIG. 2  is an exploded view of the prime mover of  FIG. 1  comprising the starter motor integrally integrated with the internal combustion engine, in accordance with various embodiments of the present disclosure. 
     
    
    
     Corresponding reference numerals indicate corresponding parts throughout the several views of drawings. 
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is in no way intended to limit the present teachings, application, or uses. Throughout this specification, like reference numerals will be used to refer to like elements. Additionally, the embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art can utilize their teachings. As well, it should be understood that the drawings are intended to illustrate and plainly disclose presently envisioned embodiments to one of skill in the art, but are not intended to be manufacturing level drawings or renditions of final products and may include simplified conceptual views to facilitate understanding or explanation. As well, the relative size and arrangement of the components may differ from that shown and still operate within the spirit of the invention. 
     As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to practice the disclosure and are not intended to limit the scope of the appended claims. 
     Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises,” “comprising,” “including,” and “having,” are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps can be employed. 
     When an element, object, device, apparatus, component, region or section, etc., is referred to as being “on,” “engaged to or with,” “connected to or with,” or “coupled to or with” another element, object, device, apparatus, component, region or section, etc., it can be directly on, engaged, connected or coupled to or with the other element, object, device, apparatus, component, region or section, etc., or intervening elements, objects, devices, apparatuses, components, regions or sections, etc., can be present. In contrast, when an element, object, device, apparatus, component, region or section, etc., is referred to as being “directly on,” “directly engaged to,” “directly connected to,” or “directly coupled to” another element, object, device, apparatus, component, region or section, etc., there may be no intervening elements, objects, devices, apparatuses, components, regions or sections, etc., present. Other words used to describe the relationship between elements, objects, devices, apparatuses, components, regions or sections, etc., should be interpreted in a like fashion (e.g., “between” versus “directly between,” “adjacent” versus “directly adjacent,” etc.). 
     As used herein the phrase “operably connected to” will be understood to mean two are more elements, objects, devices, apparatuses, components, etc., that are directly or indirectly connected to each other in an operational and/or cooperative manner such that operation or function of at least one of the elements, objects, devices, apparatuses, components, etc., imparts are causes operation or function of at least one other of the elements, objects, devices, apparatuses, components, etc. Such imparting or causing of operation or function can be unilateral or bilateral. 
     As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items. For example, A and/or B includes A alone, or B alone, or both A and B. 
     Although the terms first, second, third, etc. can be used herein to describe various elements, objects, devices, apparatuses, components, regions or sections, etc., these elements, objects, devices, apparatuses, components, regions or sections, etc., should not be limited by these terms. These terms may be used only to distinguish one element, object, device, apparatus, component, region or section, etc., from another element, object, device, apparatus, component, region or section, etc., and do not necessarily imply a sequence or order unless clearly indicated by the context. 
     Moreover, it will be understood that various directions such as “upper”, “lower”, “bottom”, “top”, “left”, “right”, “first”, “second” and so forth are made only with respect to explanation in conjunction with the drawings, and that components may be oriented differently, for instance, during transportation and manufacturing as well as operation. Because many varying and different embodiments may be made within the scope of the concept(s) herein taught, and because many modifications may be made in the embodiments described herein, it is to be understood that the details herein are to be interpreted as illustrative and non-limiting. 
     The prime mover and methods described herein can be controlled and implemented at least in part by one or more computer program products (e.g., a prime mover control module and/or an integrated starter control unit (ISCU), as described below) comprising one or more non-transitory, tangible, computer-readable mediums storing computer programs with instructions that may be performed by one or more processors. The computer programs may include processor executable instructions and/or instructions that may be translated or otherwise interpreted by a processor such that the processor may perform the instructions. The computer programs can also include stored data. Non-limiting examples of the non-transitory, tangible, computer readable medium are nonvolatile memory, magnetic storage, and optical storage. 
     As used herein, the term module can refer to, be part of, or include an application specific integrated circuit (ASIC); an electronic circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that performs instructions included in code, including for example, execution of executable code instructions and/or interpretation/translation of uncompiled code; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip. The term module can include memory (shared, dedicated, or group) that stores code executed by the processor. 
     The term code, as used herein, can include software, firmware, and/or microcode, and can refer to one or more programs, routines, functions, classes, and/or objects. The term shared, as used herein, means that some or all code from multiple modules can be executed using a single (shared) processor. In addition, some or all code from multiple modules can be stored by a single (shared) memory. The term group, as used above, means that some or all code from a single module can be executed using a group of processors. In addition, some or all code from a single module can be stored using a group of memories. 
     Referring now to  FIG. 1 , the present disclosure generally provides a lightweight vehicle  10 , such as a golf car, that includes a prime mover  14  that comprises an internal combustion engine (ICE)  18  having a starter motor  22  integrally integrated therewith. In various embodiments, the prime mover  14  is operatively connected to a driveline  26 , and the prime mover  14  combined with the driveline  26  comprise a powertrain  28  of the vehicle  10 . The driveline  26  is structured and operable to receive power (e.g., torque) generated by the prime mover  14  (particularly by the ICE  18 ) and deliver the power to at least one of the wheels  32  to provide motive force the vehicle  10 . In various embodiments, the driveline  26  comprises a transaxle and an axle assembly  30 . In such embodiments, the transaxle is operatively coupled to the prime mover  14  and the axle assembly  30 , to which one or more of the wheels  32  is/are operatively connected. In various instances, the driveline  26  can comprise a transaxle having a mounting collar to which the prime mover  14  is mounted such as that described in patent application Ser. No. 16/135,406, filed Sep. 19, 2018 and titled Floating Engine Powertrain, the disclosure of which is incorporated herein by reference in its entirety. Alternatively, in various other embodiments, the driveline  26  can a transmission (not shown, but readily understood by one skilled in the art) operatively connected to the prime mover  14  and operably connected to a differential (not shown, but readily understood by one skilled in the art) that is operatively connected to the axle assembly  30 . 
     The powertrain  28  is structured and operable to deliver motive force to the vehicle  10 . Specifically, the prime mover  14  (e.g., the ICE  18 ) is structured and operable to generate and deliver power (e.g., torque) to the driveline  26 , thereby delivering the power/torque to the axle assembly  30 . The axle assembly  30  in turn delivers the power/torque generated by the prime mover  14  to at least one wheel  32  operably connected to the axle assembly  30  (referred to herein as driven wheel(s)  32 ), thereby delivering motive force to the vehicle  10 . In addition to the driven wheel(s)  32 , the vehicle  10  can include one or more non-driven wheels  32  that is/are operationally connected to a chassis  34  or other frame structure of the vehicle  10 , and/or one or more non-driven wheels  32  operationally connected to the axle assembly  30 . 
     Although the vehicle  10  is exemplarily illustrated as a golf car throughout the various figures, it should be understood that in various embodiments, the vehicle  10  can be a maintenance vehicle, a cargo vehicle, a shuttle vehicle, an all-terrain vehicle (ATV), a utility-terrain vehicle (UTV), a worksite vehicle, a buggy, any lightweight vehicle, or any other suitable type of utility or low-speed vehicle that is not designated for use on roadways, and remain within the scope of the present disclosure. 
     The vehicle  10  additionally comprises a passenger compartment  36  that is mounted to and supported by the chassis  34 . The passenger compartment  36  generally includes: a dash/instrument console  46  that can include such things a vehicle On/Off key switch for controlling the operation mode of the vehicle  10 , a forward/neutral/reverse selector, one or more small accessory storage pockets, a speedometer, various other gauges and/or instrumentation, a radio, and/or various other vehicle controls; a seating structure  50  structured and operable to provide seating for one or more vehicle occupants; a steering wheel  54  for use by the vehicle operator to control the directional movement of the vehicle  10 ; a brake pedal  58  for use by the vehicle operator to control slowing and stopping of the vehicle  10 ; an accelerator pedal  62  for use by the vehicle operator to start the prime mover  14  (e.g., to start the ICE  18 ) and control the torque/power delivered by the prime mover  14  to one or more of the wheels  32 ; and a floorboard  66 . 
     Additionally, although the powertrain  28  of the present disclosure will, by way of example, be shown and described herein as structured and operable to deliver motive force to the rear wheel(s)  32 , via the axle assembly  30  (shown by way of example as a rear axle assembly), it should be understood that, in various embodiments, the powertrain  28  of the present disclosure can be structured and operable to deliver motive force to the front wheel(s)  32 , via a front axle assembly (not shown, but readily understood by one skilled in the art), and remain within the scope of the present disclosure. In yet other embodiments, it is envisioned that powertrain  28 , as described herein can be implemented in a four-wheel drive vehicle including a power take off assembly (not shown, but readily understood by one skilled in the art) operable to deliver motive force (i.e., power/torque) generated by the prime mover  14  to one or more of the front wheel(s)  32  and/or rear wheel(s)  32 . 
     Referring now to  FIGS. 1 and 2 , as described above, the prime mover  14  comprises the integrated starter motor  22  that is integrally integrated with the combustion engine  18 . In operation, the integrated starter motor  22  is structured and operable to start the internal combustion engine  18 , and the internal combustion engine  18  is structured and operable to generate the power delivered to the driveline  26 , thereby providing motive force to the vehicle  10 . In various embodiments, the prime mover  14  comprises a housing  70  that includes an internal combustion engine portion  70 A that encloses at least a portion of the internal combustion engine  18 , and a starter motor portion  70 B that encloses the integrated starter motor  22 . In various implementations, the starter motor portion  70 B comprises a shroud  74  that is either integrally formed with, or connected to, the internal combustion engine portion  70 A, and a cover  78  that is connectable to the shroud  74  to define the housing starter motor portion  70 B. The cover  78  can be connected or mounted to the shroud using any suitable connector or fastener, such as bolts, screws, glue, clamps, welding, etc. 
     The internal combustion engine  18  can be any small engine suitable for generating and delivering sufficient power to the vehicle driveline  26  to provide a desired range of motive force to the vehicle  10 . For example, in various embodiments the internal combustion engine  18  can comprise one or more cylinders having a displacement volume of 100 to 500 cubic centimeters (CC). Particularly, in various instances, the internal combustion engine can be a single cylinder engine having a displacement volume of 100 to 250 CC, e.g., 150 CC. The internal combustion engine  18  comprises an output shaft  82  that is connectable to the driveline  26 . In operation, when the output shaft  82  is coupled to the driveline  26 , the internal combustion engine  18  generates the power/torque that is output to the driveline  26  by the output shaft  82 . As described above, the driveline  26  can be configured in any desired manner including any desired combination and configuration of common driveline components, such as a transaxle and/or a transmission, and/or a differential, and/or one or more drive shafts, etc. The output shaft  82  can be coupled to any desired component of the driveline  26  depending on the respective driveline configuration. For example, in various embodiments, the internal combustion engine output shaft  82  can be directly coupled to an input shaft of a transaxle as described in co-pending patent application Ser. No. 16/135,406, filed Sep. 19, 2018 and titled Floating Engine Powertrain, the disclosure of which is incorporated herein by reference in its entirety. 
     In various embodiments, the integrated starter motor  22  comprises a stator  86  mounted to the combustion engine portion  70 A of the housing  70  within the shroud  74  of starter motor portion  70 B of the housing  70 . More specifically, the stator  86  has an annular shape and is mounted to the combustion engine portion  70 A such that a crankshaft  90  of the internal combustion engine  18  extends through a center aperture  94  of the stator  86 . The integrated starter motor  22  additionally comprises a rotor  98  that is mounted to the crankshaft  90  over and around the stator  94  such that stator  94  is disposed within an interior space of the rotor  98 . The rotor  98  is mounted to the crankshaft  90  such that rotation of the rotor  98  will rotate or turn the crankshaft  90 , and rotation of the crankshaft  90  will rotate or turn the rotor  98 . The stator  86  comprises a plurality of field coils  102  that can be energized by electrical energy provided by a battery source of the vehicle (not shown, but readily understood by one skilled in the art). The rotor  98  comprises a plurality of permanent magnets  106  mounted to and disposed around a cylindrical sidewall of the rotor  98 . Hence, the rotor  98  is mounted to the crankshaft  90  such that the rotor  98  is disposed around and/or over the stator  86 . Therefore, the permanent magnets  106  of the rotor  98  are disposed radially outward from, adjacent and in close proximity to the field coils  102  of the stator  86 . 
     Accordingly, when a vehicle operator causes electrical current to flow through the stator field coils  102  (e.g., by depressing the accelerator pedal  62 ), the field coils  102  will be energized and generate a magnetic flux field that repulses and/or attracts the rotor permanent magnets  106 , thereby causing the rotor  98  to rotate about the stator  94 . Moreover, the rotation or turning of the rotor  98  will cause the crankshaft  90  to turn or rotate, and thereby start the internal combustion engine  18 . In various embodiments, the integrated starter motor  22  additionally includes a fan  110  mounted to the rotor  98  such that rotation of the rotor  98  will operate the fan  110  to cool the integrated starter motor  22 . 
     In various embodiments, the integrated starter motor  22  further comprises a variable reluctance (VR) sensor  114 , that in various instances can be mounted to the combustion engine portion  70 A of the housing  70  within the starter motor portion shroud  74 . Additionally, in such embodiments, a plurality of crankshaft alignment teeth  118  can be disposed on and around the outer surface of the cylindrical sidewall of the rotor  98 . The teeth  118  are disposed on, or integrally formed, around the outer surface such that all the teeth  118  are evenly spaced apart except for one set of adjacent teeth  118 A that are further spaced apart than all the other adjacent teeth  118  (e.g., one tooth is has been removed), such that an alignment gap  122  is provided between the one set of teeth  118 A. Importantly, the rotor  98  is mounted to the crankshaft  90  such that when the rotor  98  is stopped (i.e., operation of the internal combustion engine  18  is ceased) the alignment gap  122  is positioned, oriented or aligned in a particularly relation with the VR  114  (e.g., when a center of the alignment gap  122  is aligned with a center of the VR sensor). Particularly, when the alignment gap  122  is positioned, oriented or aligned in the particularly relation with the VR sensor  114 , one or more piston(s)  124  of the internal combustion engine  18  will be at a Home position within the stroke of the respective piston(s). For example, in various instances, when the rotor  98  is stopped (i.e., operation of the internal combustion engine  18  is ceased) and the center of the alignment gap  122  is aligned with a center of the VR sensor, the one or more piston(s) will be at the Home position, which is approximately 5° to 35° (e.g., approximately 15° to 25°, e.g., approximately 20°) after bottom-dead-center. Furthermore, the VR sensor  114  is disposed in alignment and proximity to the teeth  118  such that the VR sensor  114  can sense the teeth  118  as the rotor  98  turns, and more particularly, can sense the location of the alignment gap  122 . For example, the teeth  118  can generate magnetic pulses sensed by the VR sensor  114  as the rotor  98 , and hence the crankshaft  90 , turns. One skilled in the art will readily recognize the internal combustion engine piston(s) is/are connected to the crankshaft  90  such that rotation of the crankshaft will operated the piston(s), and operation of the piston(s) will rotate the crankshaft  90 . 
     In such embodiments, the prime mover  14  includes an electronic prime mover control module (PMCM)  126  that is a computer based module. It is envisioned that the PMCM  126  can be a hardware based module that is structured and operable to implement prime mover control command functionality as described herein. It should be understood that, although the various prime mover control operations and functionality may be described herein as being implemented or carried out by PMCM  126 , it will be appreciated that in some embodiments the PMCM  126  may indirectly perform and/or control performance of such operations and functionality by generating commands and control signals that can cause other elements to carry out the control operations and functionality described herein. For example, in the various executable software embodiments, it is the execution of the prime mover control command software by one or more processors of the PMCM  126  that can generate the prime mover control commands that are then output by the PMCM  126  to control the operations and functions of the prime mover  14  as described herein. Or, in the various hardware embodiments, it is the operation of the various PMCM  126  hardware components that can generate the prime mover control commands that are then output by the PMCM  126  to control the operations and functions of the prime mover  14  as described herein. 
     The PMCM  126  communicates with and controls the operation of various instruments, components, and systems of the vehicle  10 . For example, the PMCM  126  can communicate with an integrated starter control unit (ISCU)  130  and/or the Hall Effect sensor  134 , and/or a current flow control unit (not shown, but readily understood by one skilled in the art) that is operable to control the flow of electrical current to the stator field coils  102 . As described further below, by controlling the operation of the current flow control unit, the PMCM  126  can control energizing of the stator field coils  102  to control the position, orientation or alignment of the alignment gap  122  with the VR sensor  114  in order to control rotational position of the crankshaft  90 , and more particularly the positioning, or power phase, of one or more piston  124  of the internal combustion engine  18 . 
     The PMCM  126  is structured and operable to communicate with various sensors, components, and systems of the internal combustion engine  18  and control various operations of the internal combustion engine  18 . For example, in various instances the ISCU  130  is operable to communicate with a throttle body sensor  146  of the internal combustion engine  18 . The throttle body sensor  146  is operable to measure barometric pressure of an air passage or manifold (not shown, but readily understood by one skilled in the art) of the internal combustion engine  18 , which can be utilized by the PMCM  126  to determine whether the piston(s) of the internal combustion engine  18  are in a power or exhaust stroke (i.e., determine the power phase of the piston(s)). In various embodiments, the PMCM  126  is additionally operable to communicate with the accelerator pedal  62  and/or brake pedal  58  and/or the ISCU  130 . Moreover, via the communication with the ISCU  130 , and/or the accelerator pedal  62  and/or brake pedal  58 , the PMCM  126  can determine when a vehicle operator desires to cease operation of the internal combustion engine  18 , e.g., the operator wishes to stop movement of the vehicle  10 . 
     Additionally, in various embodiments, the prime mover  14  comprises a Hall Effect sensor  134  mounted to the stator  86 . The Hall Effect sensor  134  communicates with the ISCU  130  and/or the PMCM  126 , and is operable to measure the magnetic reluctance, or magnetic pulses, of the rotor magnets  106 . By monitoring the magnetic reluctance, or magnetic pulses, of the rotor magnets  106 , the ISCU  130  and/or the PMCM  126  can determine the rotational position of the rotor  98 , and thereby monitor the position (or power phase) of the internal combustion engine piston(s). Hence, in various embodiments, via communication with the accelerator pedal  62  and/or the brake pedal  58  and/or the ISCU  130 , the PMCM  126  can determine when it is desired that operation of the internal combustion engine  18  be ceased. Then, upon determination that it is desired that operation of the internal combustion engine  18  cease, the PMCM  126  can utilize the communication with the VR sensor  114 , and/or the ISCU  130 , and/or the Hall Effect sensor  134  to control the operation of the current flow control unit to control the energizing of the stator field coils  102 . By controlling the current flow to the stator field coils, the PMCM  126  can control the rotation of the rotor  98  and crankshaft  90  to align the alignment gap  122  with the VR sensor  114 , and/or (via the Hall Effect sensor  134 ) adjust the barometric pressure within the air passage or manifold of the internal combustion engine  18  such that the piston(s) of the internal combustion engine  18  will be stopped at the Home is position (i.e. at between 5° and 35° after bottom-dead-center, e.g., between 15° and 25° after bottom-dead-center, e.g., approximately 20° after bottom-dead-center). By positioning the internal combustion engine piston(s) at the Home position when the operation of the internal combustion engine is turned Off (e.g., cease operation), the compression within the piston cylinder(s) will provide resistance to movement of the vehicle  10  once the brake  58  is disengaged and the integrated starter  22  is operated to start the internal combustion engine  18 . 
     In various embodiments, the ISCU  130  can be configured and operable to implement a power management function, wherein the ISCU  130  communicates with the vehicle On/Off key switch and provides the vehicle On/Off key switch setting input to the PMCM  126 , which enables the ISCU  130  to power down the PMCM  126  based on time and/or vehicle key switch state/position. An additional feature added to the ISCU  130  is an accessory relay driver wherein the ISCU  130  is operable to power down electrical vehicle accessories as part of the overall power management scheme of the vehicle  10 . 
     In various embodiments, the prime mover  14  further comprises one or more decompression mechanism  138  that is/are mounted to the internal combustion engine  18  and is/are in fluid communication with the piston cylinders of the internal combustion engine  18 . More specifically, in various instances the decompression mechanism(s)  138  is/are mounted inside one or more valve cover  142  of the internal combustion engine  18  and can be part of an overhead cam system (not shown, but readily understood by one skilled in the art) of the internal combustion engine  18 . The decompression mechanism  138  is a mechanical system and is structured and operable to open one or more intake valve (not shown, but readily understood by one skilled in the art) of the internal combustion engine  18  during initial rotation of the internal combustion engine crankshaft  90  by the starter motor  22  such that compression cannot occur within a piston cylinder of the internal combustion engine  18  during rotation of the crankshaft  90  by the starter motor  22  to start the internal combustion engine  18 . Particularly, the decompression mechanism(s)  138  hold(s) the exhaust valved (not shown, but readily understood by one skilled in the art) of the piston cylinder(s) open until the crankshaft  90  of the internal combustion engine spins at a desired RPMs (e.g., 600-1500 RPMs, e.g., 900-1000RPMs), after which the decompression mechanism(s)  138  allow(s) the exhaust valves to close and create compression within the piston cylinder(s). 
     In various embodiments, the integrated starter motor  22  is structured and operable to function as an electrical generator once the internal combustion engine  18  has been started by the integrated starter motor  22 . Particularly, once the internal combustion engine  18  has been started and is operating, the motive forced (e.g., power and/or torque) generated by the operating internal combustion engine  18  will turn the crankshaft  90 , which in turn will rotate the rotor  98 . As is readily understood by one skilled in the art, rotation of the rotor  98  about the stator  94 , when current is not being applied to the stator field coils  102 , will induce current in the stator filed coils  102 , thereby generating electrical power that can be used to operate one or more electrical systems, apparatuses, devices and/or components of the vehicle  10 . It is also envisioned that in various embodiments, the rotor  98  can function as a fly wheel to balance the forces generated by and action on the internal combustion engine  18 . For example, on a power stroke side of movement of the piston(s)  124 , the internal combustion engine  18  can generate of forces that act on the internal combustion engine  18 . However, on an exhaust stroke side of movement of the piston(s)  124 , the internal combustion engine  18  will not generated such forces. In such instances, the rotor  98  will act as fly wheel that generates inertia forces that will balance the power stroke forces. 
     The integrated starter motor/generator  22  can be any type of suitable motor/generator that is integrally integrated with the internal combustion engine  18 , and remain within the scope of the present disclosure. For example, in various embodiments the integrated starter motor/generator  22  a non-contact/brushless and/or bearingless motor. 
     The description herein is merely exemplary in nature and, thus, variations that do not depart from the gist of that which is described are intended to be within the scope of the teachings. Moreover, although the foregoing descriptions and the associated drawings describe example embodiments in the context of certain example combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions can be provided by alternative embodiments without departing from the scope of the disclosure. Such variations and alternative combinations of elements and/or functions are not to be regarded as a departure from the spirit and scope of the teachings.