Abstract: A transmission having an electromechanical gear actuation system includes an input shaft, a counter shaft, and a plurality of gear sets that are adapted to be operatively engaged to and disengaged from their shafts. A plurality of synchronizers operatively engage and disengage the gear sets to and from the shafts. A shifter rail includes a plurality of shift forks that are each in operative engagement with at least one of the synchronizers. A motor assembly provides a first motive force to cause the shifter rail to selectively engage one shift fork and further adapted to provide a second motive force to operatively drive the shifter rail to cause the associated shift fork and synchronizer to engage and disengage the associated gear set to and from the associated shaft. A solenoid assembly controls when the motor assembly provides the first motive force and the second motive force.

Abstract: A bi-directional overrunning clutch assembly including an inner race, an outer race, and engagement members supported therebetween. The clutch assembly further includes at least one actuating cam. The actuating cam operates to actuate the engagement members to provide four separate modes of operation between the inner and outer races of the clutch assembly.

Abstract: A method of controlling the torque transferred across each clutches of a dual clutch transmission during a gear shift. The method includes the steps including determining when a shift has been commanded, sensing the speed of the driven member of the off-going clutch, determining the desired clutch torque and slip profile for the changeover of the clutches, and sensing the speed of the driven member of the on-coming clutch to determine a target engine speed profile. The method simultaneously controls the torque transfer across each clutch by linearly decreasing the torque transferred across the off-going clutch while linearly increasing the torque transferred across the on-coming clutch in an inversely proportional rate. Finally, the pressure applied to the on-coming clutch is varied, to cause the engine to continue to track the target engine speed profile so that vehicle speed is maintained.

Abstract: A transfer case for a vehicle having two-wheel drive and four-wheel drive operating modes operatively established by a drive transfer mechanism that is selectively employed to interconnect a main power drive shaft construction for the drive of a first set of wheels with an auxiliary drive shaft for the drive of a second set of wheels. The drive transfer mechanism includes a clutch assembly package comprising a control rod supported for movement in a direction coaxial to the longitudinal axis of the auxiliary drive shaft. The clutch assembly includes a clutch collar supported within the auxiliary drive shaft on the control rod for movement therewith to alternately connect and disconnect the power shaft with the auxiliary drive shaft. For multi-ratio case operation, the power shaft construction may have an input and output power shaft sections that are selectively interconnected by a planetary gear set and a speed shift collar.

Abstract: Pursuant to the control strategy of the present invention, torque load may be shared between the low/reverse friction clutch and a one-way clutch to effect low and reverse gear ratios in a transmission. This may be accomplished by engaging the friction clutch during vehicle launch and keeping it engaged until the peak torque has passed. Once the peak torque has been passed, the load capacity of the friction clutch can be reduced to zero. In this operational mode, the one-way clutch is acting to support the remaining drive torque. Thus, with only the one-way clutch carrying a load at the time of the up-shift from first to second gear, a non-synchronous shift can be affected. In this way, the control strategy acts to share the torque load between the low/reverse brake and the low one-way clutch, thereby allowing a reduced capacity, lower spin-loss one-way clutch design.

Abstract: A stator and diffuser assembly is introduced between an engine cooling fan and engine. The stator acts increase the static efficiency per unit airflow of the axial fan by reducing the rotational component of air traveling through the fan and by directing the airflow in an axial direction towards the engine. The diffuser acts to increase the static efficiency per unit airflow of the axial fan used by decelerating the airflow, thereby providing more airflow to the engine at a given fan rotational speed. The stator and diffuser assembly thus decreases the amount of horsepower necessary to drive the fan at a given rotational speed and reduces noise.

Abstract: A method of controlling the pressure applied to the engaged clutch of a vehicle having a dual clutch transmission to control the torque transferred across the engaged clutch thereby providing engine speed control for each gear based on the engine throttle position. The method includes the steps of determining the engine throttle position, determining the currently engaged gear of the transmission, and sensing the speed of the clutch. An engine stall speed is selected for the current gear and engine throttle position from a look-up table, and then a target engine speed based on the engine stall speed and the clutch speed is continuously redetermined, the clutch speed increasing in response to the increasing engine speed.

Abstract: A transfer case for a vehicle that allows shifting between AWD and two-wheel drive at any vehicle speed. The transfer case includes a center differential employing pinion and sun gears that allow a front drive shaft and a rear drive shaft to turn at different speeds to provide the all-wheel drive function. The transfer case further includes an electrically actuated synchronizer assembly that allows the speed of the front drive shaft to be synchronized to the speed of the rear drive shaft when shifting from two-wheel drive to all-wheel drive to provide the shift on the fly function. The synchronizer assembly also includes a neutral position where both the front drive shaft and the rear drive shaft are not engaged to the vehicle transmission to allow for vehicle towing.

Abstract: A variable camshaft timing system having a camshaft with a vane-type rotor, where oscillation of the housing relative to the vane is actuated by pressurized engine oil, derived in part from a torque pulse in the camshaft. An annular locking plate is positioned coaxially with the camshaft and the housing. It is moveable relative to the housing along the longitudinal central axis of the camshaft between two positions, the teeth on the locking plate engaging the teeth on the housing and where the teeth on the locking plate are disengaged from the teeth on the housing, each position preventing circumferential movement of the housing relative to the rotor. The locking plate is biased by a plurality of metallic straps towards engagement of the teeth on locking plate with the teeth on the housing. The straps have one end secured to the locking plate and another end secured to the rotor.

Abstract: A bi-directional overrunning clutch assembly (10, 110, 210) including a drive member (12, 112, 212) that is rotatable about an axis (A) and a pair of driven members (14, 16; 114, 116; 214, 216) that are similarly rotatable about the axis of rotation. and are disposed on either side of the drive member (12, 112, 212). A first engagement mechanism (26, 126, 226) is supported between the confronting surfaces of the drive member (12, 112, 212) and one of the driven members (14, 114, 214). A second engagement mechanism (28, 128, 228) is supported between the confronting surfaces of the drive member (12, 112, 212) and the other driven member (16, 116, 216). A pair of actuators (32, 34; 132, 134; 232; 234) are associated with the first and second engagement mechanisms (26, 28; 126, 128; 226, 228). Each actuator is operable to move its associated engagement mechanism in an axial direction between the disengaged and engaged positions.

Abstract: A variable cam timing system that utilizes the same spool that controls the VCT mechanism to actively control the locking pin. The positions of the spool's multiple lands directly influences whether source oil is supplied to both the locking pin and either the retard or advance chamber of the phaser.

Abstract: A clutch assembly including an inner race, an outer race, and an engagement mechanism supported therebetween. The engagement mechanism includes a plurality of pockets and a corresponding plurality of pawls. Each pocket defines a leading edge, a trailing edge, and a ledge formed proximate the trailing edge and projecting toward the leading edge of the pocket. The pawls are moveably supported in a corresponding pocket between an engaged position that provides torque translation between the inner and outer races in one rotational direction and a disengaged position the interrupts torque translation between the inner and outer races in the one rotational direction. The ledge on each pocket acts to support the pawl so as to inhibit skewing as the pawls are moved between their engaged and disengaged positions.

Abstract: In a VCT system having a feedback loop for controlling a phaser angular relationship, a control law disposed to receive a plurality of set point values and a plurality of feed back values is provided to include: a computation block for receiving the plurality of set point values as inputs, the computation block outputting a first output and a second output; a first summer for summing the first output and the plurality of feed back values to produce a first sum (e0); a phase integrator and a phase compensator receiving the first sum (e0) and derivatives (e1) thereof outputting a processed value (e2); a amplifier amplifying the second output by a predetermined scale (Kff); and e) a second summer for summing the processed value (e2) and the amplified second output to produce a second sum (e3).

Abstract: A blade tensioner of a blade tensioner system for a chain that drivingly connects a drive shaft to a driving shaft in an engine, that improves the chain-damping efficiency in a blade tensioner applied to the chain within an engine, prevents the sideways tilt of the blade tensioner during operation, in a blade tensioner applied to the chain in an engine, and provides a blade tensioner with a functionality that allows it to transversely guide a chain along the chain sliding face in a blade shoe, while maintaining the flexural deformability (i.e., the flexibility) of the blade shoe.

Abstract: In a Variable Cam Timing (VCT) control system, there are conditions when the system must operate in an open-loop mode, and other situations where closed-loop operation is desired. A number of operating states is provided for VCT control system to switch between the states. A control methodology for switching between these two modes of operation, with minimal disturbances, is described. Further, during switching from open loop to closed loop, a scheme that impedes the impact upon the VCT system is provided.

Abstract: A shift assembly for a two-speed transfer case utilizes a single actuator to drive both the speed range selection mechanism and a modulating friction clutch pack which selectively transfers drive torque from a primary output to a secondary output. The shift assembly includes an actuator which rotates a shift rail and cam having an intermediate helical track and a dwell region at each end. A lost motion assembly operating in conjunction with the helical cam selectively engages and disengages the clutch when the cam follower is in one of the two dwell regions. Thus, the shift assembly provides sequential operation from full clutch engagement in a first speed range, clutch disengagement in the first speed range, de-selection of the first speed range, selection, and de-selection of neutral, selection of a second speed range and, up to full engagement of the clutch in the second speed range.

Abstract: A turbocharger device for an internal combustion engine including two exhaust gas turbochargers, wherein a regulating device for adjustment of the supply of exhaust gas to one of the turbines or to both turbines is provided in the flow stream of the exhaust gas. A common exhaust gas inflow channel for both turbines is preferably provided on the turbine housing of one of the exhaust gas turbochargers, with two exhaust channel segments for supplying exhaust gas to the respective turbines branching off from the exhaust gas inflow channel. The regulating device is provided where the exhaust gas channel segments branch from the exhaust gas inflow channel on the turbine housing.

Abstract: A solenoid control valve having a spool valve disposed within a valve body and an enlarged diameter, axially sealing land. An upper surface of the sealing land seats against an upper valve stop when the spool valve is in a first sealing position and a lower surface of the sealing land seats against a lower valve stop when the spool valve in a second sealing position, to provide sealing pressure in an axial direction relative to the movement of the spool valve. The control valve includes an actuating portion having a coil and an armature. The armature is in direct contact with the spool valve, preferably through a stem that extends through the upper valve stop. When the coil is not energized, a valve spring biases the spool valve to seat against the upper valve stop so that a source pressure is provided at a control port.

Abstract: The cam phaser of the present invention includes an externally mounted DPCS (234) with spool position feedback to control the position of a center mounted spool valve (192) and control the phase angle of the cam mounted phaser. A position sensor (300) is mounted to the spool valve position such that a control loop (400) controls the position of the spool valve (192). A second, outer loop (430) controls the phaser angle. An offset is preferably added to the spool valve position to move the spool valve to its steady state or null position. This null position is required so that the spool (200) can move in to move the phaser in one direction and outward to move the phaser in the other direction. This type of system reduces any frictional or magnetic hysteresis in the system.

Abstract: A method and apparatus for making a friction clutch plate includes cutting a supply of friction material into a plurality of individual shaped segments. The cut segments are moved in a first horizontal linear direction to a position adjacent a shuttle assembly. At least a first cut segment is engaged by the shuttle assembly which transfers the first cut segment in a second horizontal linear direction which is substantially perpendicular to the first horizontal linear direction. The first cut segment is deposited in a first indexing fixture. The remaining cut segments are sequentially moved in the first horizontal linear direction to the position adjacent the shuttle assembly. At least a second cut segment is engaged by the shuttle assembly and is transferred in a third horizontal linear direction which substantially perpendicular to the first horizontal linear direction.