Abstract: A coupling assembly has a second coupling member mounted for rotation and a first coupling member having a speed sensor to sense a speed of rotation of the second coupling member. The coupling assembly further has a forward and a reverse locking element movable between (i) a coupling position in which the locking elements engage the second coupling member to thereby prevent rotation of the second coupling member in opposite first and second directions and (ii) a non-coupling position. Upon the speed of rotation of the second coupling member decreasing to be lower than a hill-hold speed threshold, the reverse locking element is moved to the coupling position while the forward locking element is maintained in the non-coupling position. Irrespective of a Park command, the locking elements are maintained in the non-coupling position while the speed of rotation of the second coupling member is greater than a park speed threshold.

Abstract: A coupling assembly has a second coupling member mounted for rotation and a first coupling member having a speed sensor to sense a speed of rotation of the second coupling member. The coupling assembly further has a forward and a reverse locking element movable between (i) a coupling position in which the locking elements engage the second coupling member to thereby prevent rotation of the second coupling member in opposite first and second directions and (ii) a non-coupling position. Upon the speed of rotation of the second coupling member decreasing to be lower than a hill-hold speed threshold, the reverse locking element is moved to the coupling position while the forward locking element is maintained in the non-coupling position. Irrespective of a Park command, the locking elements are maintained in the non-coupling position while the speed of rotation of the second coupling member is greater than a park speed threshold.

Abstract: A drive system having eCVT functionality with AMT cost advantages includes a transmission having a plurality of different operating modes. The system includes a transmission output shaft, a stationary member and a gear set including first, second, and third elements. The first element connects with the transmission output shaft. An output shaft of a non-electric power plant connects with the first element through the second element for driving the first element. A drive shaft of an electric power plant connects with the first element through the third element for driving the first element. The system includes a plurality of non-friction, controllable, coupling assemblies. A first coupling assembly has a first coupling state for grounding the second element to the stationary member, a second coupling state for grounding the third element to the stationary member and an uncoupling state to allow the second and third elements to drive the first element.

Abstract: A drive system or powertrain including an automatic transmission (AT) for an electric vehicle is provided. At least one 3-position linear motor, 2-way clutch (i.e. CMD) is included in the transmission. The transmission includes a planetary gear set. A magnetic coupling device such as an eddy current by-pass clutch is provided to magnetically transfer a portion of rotating mechanical energy of a single electric powerplant or motor to a transmission output shaft in response to an electrical signal to synchronize angular velocities of the transmission output shaft and an output shaft of the electric powerplant during a change in state of the at least one CMD. Torque is transferred to the transmission output shaft during the change in state. A park function is also provided.

Abstract: Drive systems or powertrains including transmissions for electric and hybrid electric vehicles are provided. 3-position linear motor, 2-way clutches (i.e. CMDs) are included in the transmissions. An electric 3-speed AMT having a magnetic coupling device such as a magnetic torque converter is provided to magnetically transfer a portion of rotating mechanical energy of an electric powerplant or motor to a transmission output shaft in response to an electrical signal to synchronize angular velocities of the transmission output shaft and an output shaft of the electric powerplant during a change in state of one of the CMDs. Torque is transferred to the transmission output shaft during the change in state.

Abstract: Drive systems or powertrains including transmissions for electric and hybrid electric vehicles are provided. In some embodiments, dynamic, 2-position linear motor, one-way clutches are provided. In other embodiments, 3-position linear motor, 2-way clutches are provided. In a fixed speed ratio operating mode of an electric vehicle powertrain, torque values for two electric motors are determined by control logic to optimize overall efficiency of the motors. In a fixed torque ratio operating mode of the powertrain, speed values for the two motors are determined to optimize overall efficiency. A hybrid electric powertrain of at least one embodiment uses the optimized electric vehicle powertrain, an engine and the one-way and 2-way clutches to obtain a highly optimized hybrid powertrain.

Abstract: A drive system or powertrain including an automatic transmission (AT) for an electric vehicle is provided. At least one 3-position linear motor, 2-way clutch (i.e. CMD) is included in the transmission. The transmission includes a planetary gear set. A magnetic coupling device such as an eddy current by-pass clutch is provided to magnetically transfer a portion of rotating mechanical energy of a single electric powerplant or motor to a transmission output shaft in response to an electrical signal to synchronize angular velocities of the transmission output shaft and an output shaft of the electric powerplant during a change in state of the at least one CMD. Torque is transferred to the transmission output shaft during the change in state. A park function is also provided.

Abstract: Drive systems or powertrains including transmissions for electric and hybrid electric vehicles are provided. 3-position linear motor, 2-way clutches (i.e. CMDs) are included in the transmissions. An electric 3-speed AMT having a magnetic coupling device such as a magnetic torque converter is provided to magnetically transfer a portion of rotating mechanical energy of an electric powerplant or motor to a transmission output shaft in response to an electrical signal to synchronize angular velocities of the transmission output shaft and an output shaft of the electric powerplant during a change in state of one of the CMDs. Torque is transferred to the transmission output shaft during the change in state.

Abstract: Drive systems or powertrains including transmissions for electric and hybrid electric vehicles are provided. In some embodiments, dynamic, 2-position linear motor, one-way clutches are provided. In other embodiments, 3-position linear motor, 2-way clutches are provided. In a fixed speed ratio operating mode of an electric vehicle powertrain, torque values for two electric motors are determined by control logic to optimize overall efficiency of the motors. In a fixed torque ratio operating mode of the powertrain, speed values for the two motors are determined to optimize overall efficiency. A hybrid electric powertrain of at least one embodiment uses the optimized electric vehicle powertrain, an engine and the one-way and 2-way clutches to obtain a highly optimized hybrid powertrain.

Abstract: A high-efficiency drive system including a transmission for a hybrid electric vehicle is provided. The system includes a gear set having first, second and third elements. A non-friction clutch assembly is non-hydraulically controlled to change between a first coupling state for coupling the output shaft of an electrical machine to a transmission output shaft and an uncoupling state for uncoupling the output shaft of the electrical machine from the transmission output shaft. The clutch assembly is also non-hydraulically controlled to change between a second coupling state for coupling the output shaft of a non-electrical machine to the transmission output shaft and the uncoupling state for uncoupling the output shaft of the non-electrical machine from the transmission output shaft.

Abstract: An electromagnetic system for controlling the operating mode of an overrunning coupling assembly is provided. A control member is mounted for controlled shifting movement between coupling faces of coupling members and a stator structure including at least one electromagnetic source to create a magnetic force when energized. A magnetic or ferromagnetic translator structure is coupled to the control member for selective, small displacement, control member movement. The translator structure is magnetically coupled to the stator structure across an air gap and is supported for translational movement relative to the stator structure along a path between first and second stable end positions. The translator structure completes a path of magnetic flux to magnetically latch in at least one of the end positions and to translate along the path between the end positions upon experiencing a net translational force.

Abstract: A high-efficiency drive system including a transmission for a hybrid electric vehicle is provided. The system includes a gear set having first, second and third elements. A non-friction clutch assembly is non-hydraulically controlled to change between a first coupling state for coupling the output shaft of an electrical machine to a transmission output shaft and an uncoupling state for uncoupling the output shaft of the electrical machine from the transmission output shaft. The clutch assembly is also non-hydraulically controlled to change between a second coupling state for coupling the output shaft of a non-electrical machine to the transmission output shaft and the uncoupling state for uncoupling the output shaft of the non-electrical machine from the transmission output shaft.

Abstract: An electromagnetic system for controlling the operating mode of an overrunning coupling assembly is provided. A control member is mounted for controlled shifting movement between coupling faces of coupling members and a stator structure including at least one electromagnetic source to create a magnetic force when energized. A magnetic or ferromagnetic translator structure is coupled to the control member for selective, small displacement, control member movement. The translator structure is magnetically coupled to the stator structure across an air gap and is supported for translational movement relative to the stator structure along a path between first and second stable end positions. The translator structure completes a path of magnetic flux to magnetically latch in at least one of the end positions and to translate along the path between the end positions upon experiencing a net translational force.