Abstract: A system has been developed for engaging a clutch pack using a hydraulic piston. The system can be used with an automatic transmission or another part of the drivetrain of a vehicle. The system includes a piston, a clutch pack, and a housing that contains the piston and clutch pack. To engage and disengage the piston against the clutch pack, the system is configured to fill and empty a hydraulic chamber on a hydraulic side of the piston such that the hydraulic fluid moves the piston towards and away from the clutch pack. The piston includes one or more pads or standoffs that form flow gaps. The piston is further configured to position seals on the piston closer to the hydraulic side.

Abstract: Transmissions, park systems for transmissions, and methods for transmissions are envisioned. A transmission includes an input shaft to receive torque from a drive unit, an output shaft to transmit torque to a load, and a park system to selectively brake the output shaft. The park system includes a park assembly, an electro-hydraulic valve assembly to deliver one or more fluid pressures, and an actuation linkage having a piston axially translatable along a longitudinal axis in response to the one or more fluid pressures delivered thereto from the electro-hydraulic valve assembly.

Abstract: Transmissions, park systems, and methods of operating transmissions are disclosed herein. A transmission includes an input shaft to receive torque from a drive unit, an output shaft to transmit torque to a load, and a park system to selectively brake the output shaft. The park system includes a park actuation assembly having a park gear in direct contact with the output shaft, an actuator to supply rotational power, and an actuation linkage coupled between the actuator and the park actuation assembly.

Abstract: A system with a flow deflector that generally directs the flow of multiple fluids, such as lubricants and/or coolants, so as to reduce fluid flow collisions or other flow hinderances. With this system, motor temperatures are able to be more tightly controlled, with less power loss to heat. When used in an electric motor, the flow deflector baffles most of the oil from one side of the motor to enable the oil from a single side or end of the motor to flow unimpeded through a rotor-stator gap. The flow deflector is further shaped to guide fluid radially outwards towards the sump so as to further reduce interactions between the various oil flow paths.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. In one form, the first electric motor and second electric motor are the same type of electric motor, and in another form, the first electric motor and second electric motor are different types of electric motors.

Abstract: A powertrain system includes a housing that defines a reservoir. A shaft is rotatably disposed in the housing, and the shaft defines a bore. A cap is positioned to seal the reservoir. The cap defines an opening configured to supply lubricant to the shaft. The opening in the cap is positioned proximal the shaft to spray the lubricant into the bore. In one form, the cap has a nozzle, and the nozzle defines the opening configured to supply the lubricant to the shaft. The shaft is configured to rotate about a rotational axis, and the bore extends along the rotational axis of the shaft. The nozzle is aligned with the rotational axis of the shaft to spray the lubricant into the bore in order to lubricate bearings and other parts of the system.

Abstract: A system has been developed for engaging a clutch pack using a hydraulic piston. The system can be used with an automatic transmission or another part of the drivetrain of a vehicle. The system includes a piston, a clutch pack, and a housing that contains the piston and clutch pack. To engage and disengage the piston against the clutch pack, the system is configured to fill and empty a hydraulic chamber on a hydraulic side of the piston such that the hydraulic fluid moves the piston towards and away from the clutch pack. The piston includes one or more pads or standoffs that form flow gaps. The piston is further configured to position seals on the piston closer to the hydraulic side.

Abstract: Disclosed herein are systems and methods for initiating over-the-air (OTA) programming (together, OTAP) of a transmission control module (TCM) of a vehicle. In an embodiment, a TCM determines that an OTAP update is available, and responsively presents an update-ready indication via an operator interface of the vehicle, and thereafter determines whether each precondition in a set of one or more preconditions is satisfied, including a precondition that a valid initiate-update instruction has been received via the operator interface. If the TCM determines that each precondition in the set is satisfied, the TCM then responsively initiates installation of the OTAP update. If, however, the TCM determines that at least one precondition in the set is not satisfied, the TCM then responsively does not initiate installation of the OTAP update.

Abstract: A multi-speed transmission including a plurality of planetary gearsets and a plurality of selective couplers to achieve at least eight forward speed ratios is disclosed. The plurality of planetary gearsets may include a first planetary gearset, a second planetary gearset, a third planetary gearset, and a fourth planetary gearset. The plurality of selective couplers may include a number of clutches and a number of brakes. The multi-speed transmission may have four planetary gearsets and six selective couplers. The six selective couplers may include two clutches and four brakes.

Abstract: Transmission systems, disconnect mechanisms, and methods of assembling disconnect mechanisms are envisioned. A disconnect mechanism is adapted to selectively decouple a driving device from a driven device. The disconnect mechanism includes a lever, an inner shaft, an outer shaft, and a housing. The inner shaft is coupled to the lever, the outer shaft is coupled to the inner shaft, and the housing at least partially houses the inner shaft and the outer shaft.

Abstract: Vehicles, transmissions, and methods of dampening oscillations at an output shaft of a transmission are disclosed. A vehicle includes a chassis, a plurality of wheels coupled to the chassis, and a powertrain mounted to the chassis that includes a transmission. The transmission includes an input shaft to receive torque from a drive unit, an output shaft to transmit torque to a load, at least one torque-transmitting mechanism coupled between the input shaft and the output shaft, and a control system having an output speed sensor to provide an input signal indicative of a rotational speed of the output shaft and a controller communicatively coupled to the output speed sensor.

Abstract: A drive system for a vehicle that includes a transmission with three forward and three reverse gears. The transmission is optionally coupled to an electric motor as part of a fully electric or hybrid drive system. The transmission optionally includes a first and a second planetary gearset, a first and a second brake, and a clutch which may be separated into individual drive modules, optionally in separate detachable housings. A single electric motor may be provided with a single transmission, or multiple electric motors may be included to individually drive multiple separate tires, tracks, or other earth engaging elements. Single or multiple motors may be arranged upstream or downstream of the transmission, and they may be aligned parallel with or perpendicular to a drive axle.

Abstract: Vehicles, powertrains for vehicles, and methods of mounting powertrains to chassis of vehicles are disclosed herein. A vehicle includes a chassis, a plurality of wheels, and a powertrain. The chassis extends along a longitudinal axis from a first end to a second end arranged opposite the first end. The plurality of wheels are coupled to the chassis between the first end and the second end and configured for rotation about a rotational axis. The powertrain is mounted to the chassis transverse to the longitudinal axis between the first end and the second end. The powertrain is configured to drive rotation of the plurality of wheels about the rotational axis in use of the vehicle.

Abstract: A drive system for a hybrid or electric vehicle that includes a transmission with four forward and four reverse gears. The transmission optionally includes a first and a second planetary gearset, and optionally a first and second range selector assembly. The range selector assemblies may include a clutch and a brake, and/or a synchronizer. The drive system may include a single electric motor with any example of a transmission of the present disclosure, or multiple electric motors individually driving separate transmissions. The motors may be arranged upstream or downstream of portions of a transmission, and they may be aligned parallel with or perpendicular to a drive axle, input shaft, output shaft, and any suitable combination thereof. An internal combustion engine may be included as well.

Abstract: An axle assembly (200) includes a first axle housing (102), a second axle housing (104), a first wheel end (216), a second wheel end (218), and at least one drive shaft (150) extending through the first axle housing (102) and the second axle housing (104) and coupled to the first and second wheel ends (216, 218). The axle assembly (200) also includes a gearbox (210) having a body (240) with first and second portions (242, 244) defining a cavity (246) with the first axle housing (102) coupled to the first portion (242) and the second axle housing (104) coupled to the second portion (244). The axle housing (200) further includes an electric motor (122) coupled to the first portion (242) of the body (240). The gearbox (210) includes a gear train (153) having an input shaft (160) having one end coupled to the electric motor (122) and an output shaft (172) rotatably coupled to the input shaft (160).

Abstract: An electro-hydraulic control system for a multispeed transmission having a plurality of torque-transmitting mechanisms includes a controller for operably controlling the transmission, a fluid source for supplying hydraulic fluid, and a plurality of torque-transmitting mechanisms being operably selected between an applied and an unapplied state to achieve a plurality of ranges including at least one reverse, a neutral, and a plurality of forward ranges. The system includes a plurality of trim systems having pressure control solenoids and trim valves. The system may also include one or more shift valves disposed in fluid communication with the fluid source and being capable of moving between stroked and de-stroked positions. In any given range, only two of the plurality of torque-transmitting mechanisms may be applied. Moreover, three of the plurality of pressure control solenoids are normally high solenoids, and the remaining solenoids are normally low solenoids.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The first gear train, second gear train, and clutch are arranged downstream from the first electric motor and second electric motor.

Abstract: An electric powertrain includes a first electric motor that has an uninterrupted connection with a drive shaft of a vehicle. The electric powertrain further includes a second electric motor that has an interruptible connection with the drive shaft. In one form, this interruptible connection includes a clutch. The electric powertrain further includes a first gear train in the form of a first planetary gear and a second gear train in the form of a second planetary gear. The clutch in one variation includes a positive clutch in the form of a dog clutch. The dog clutch has a clutch suspension configured to deflect a clutch collar when gearing is misaligned during shifting.

Abstract: A multi-speed transmission including a plurality of planetary gearsets and a plurality of selective couplers to achieve at least nine forward speed ratios and at least nine reverse speed ratios is disclosed. The plurality of planetary gearsets may include a first planetary gearset, a second planetary gearset, a third planetary gearset, a fourth planetary gearset, and a fifth planetary gearset. The plurality of selective couplers may include a number of clutches and a number of brakes. The multi-speed transmission may have five planetary gearsets and eight selective couplers. The eighth selective couplers may include three clutches and five brakes.

Abstract: Transmissions, park systems, and methods of operating transmissions are disclosed. A transmission includes an input shaft to receive torque from a drive unit, an output shaft to transmit torque to a load, and a park system to selectively brake the output shaft. The park system includes a park gear assembly, an actuator valve, and an actuation linkage coupled between the actuator valve and the park gear assembly.