Abstract: A type IV conformable pressure vessel is provided comprising an elongated folded tank and a valve assembly configured to pass fluid into and out of an interior of the tank through first and second filling couplers directly connected to a respective first and second end of the tank. The tank has at least two chambers for the storage of fluid. The valve assembly receives fluid from an external source, selectively provides the external fluid through a Venturi nozzle into a mixing chamber, recirculates fluid from the second end of the tank into the mixing chamber, and delivers the mixture of the recirculated fluid and the external fluid to the first end of the tank.

Abstract: An improved twin clutch, two-speed disconnect secondary drive unit, which may be configured as a rear drive unit (RDU) for an all wheel drive vehicle is provided. The RDU is driven through an input shaft, which is connected to a vehicle drive source such as a motor, and includes a twin clutch assembly, which is connected to the drive shaft and is selectively actuated to drive left and right main shafts, which drive respective wheels of the vehicle. The RDU further includes a modular a shift assembly mountable to one or both of said main shafts to drive output shafts, wherein each shift assembly is selectively operable between the hi-range and lo-range modes to shift driving operation of the output shafts between hi-speed and lo-speed operation. The shift assembly may be controlled by improved mono-stable or bi-stable actuators.

Abstract: A differential for a rear wheel drive vehicle is previewed comprising a differential case for rotationally supporting and housing a pinion shaft with the pinion shaft extending axially through an opening in the differential case. A pinion seal extends around the pinion shaft and has an outer edge abutting a cavity wall defining the opening in the differential case. The pinion seal has an axial lip projecting in an axial direction. A plastic deflector has a discshaped main body formed of a plastic material, a passageway extending through the plastic deflector, and a stainless steel ring fixedly coupled to the disc-shaped main body providing a stainless steel running surface. The plastic deflector is assembled on the pinion shaft such that the pinion shaft extends through the deflector passageway and the stainless steel running surface abuts the axial lip of the pinion seal.

Abstract: Bearings (72, 74) are arranged for a drive unit (10) having an electric motor for providing drive to an electric axle and a wheel assembly of a vehicle. The drive unit includes a pair of bearings and a reduction gear assembly (12) with a first drive gear mounted to and coaxial with the main shaft of the motor, and a first driven gear rotatably coupled to the first drive gear and mounted to and coaxial with an intermediate shaft to form an intermediate shaft assembly. The reduction gear assembly includes a second drive gear mounted to and coaxial with the intermediate shaft, and a second driven gear rotatably coupled with the second drive gear. A first bearing of said pair of bearings is mounted to a bulkhead and to said intermediate shaft assembly between the first driven gear and second drive gear to reduce the distance between the first and second bearings.

Abstract: An improved park lock rod assembly is provided for a park lock mechanism of a vehicle transmission wherein the park lock rod assembly includes a spring-loaded lock rod captured by a guide member. The guide member includes a first bulbous open slot that is generally L-shaped and receives one end of the lock rod, and another open slot spaced axially from the first open slot that receives another end of the lock rod. This slot configuration allows the rod to pivot relative to the guide member and seat within the second open slot, which permits ready assembly of the lock rod to the guide member. The park lock rod assembly may be manually assembled without the need for crimping or other fasteners. Further, the rod is grooved to cooperate with keyhole shapes provided in the open slots wherein the groove and slot configurations permit the rod to be assembled into the guide member while preventing separation during reciprocating movement of the lock rod.

Abstract: A park lock roller assembly (10) includes at least one roller (12), a shaft rod (16), and a guide plate (14). The roller (12) is rotably coupled to one of the shaft rod (16). The shaft rod (16) is located within the guide plate (14) for longitudinal movement relative thereto. The park lock roller assembly (10) is pulled towards a pawl (30) to actuate the pawl (30) into locking engagement with a locking gear (38) to reliably lock a vehicle transmission in a parked position.

Abstract: A locking differential assembly includes a differential case, a first output shaft and a second output shaft. A first side gear is non-rotatably coupled to the first output shaft and a second side gear is non-rotatably coupled to the second output shaft. A differential pin is also included, the differential pin having differential gears. The differential gears are rotatably supported by the differential case and drivingly engaged with the first and second side gears to allow differential rotation thereof. A lock mechanism is actuated when a first torque force is applied to a drive cam and a driven cam. Finally, an electromagnetic coil actuates a brake plate, wherein the brake plate comes into frictional with a brake disc. Furthermore, the electromagnetic coil is discontinuous around the circumference of the brake disc.

Abstract: A disconnect system for selectively engaging and disengaging one or more shafts of a power train unit. The disconnect system includes a plurality of cam members and an electromagnetic coil. At least one cam member rotates at the same speed as an input shaft. At least one cam member rotates at variable speeds. In operation, the electromagnetic coil is energized by rotation of the input shaft for selectively activating a clutch to engage one or more of the cams to connect and disconnect one or more output shafts.

Abstract: An improved differential for a vehicle is provided which includes a disconnect assembly engaged between a ring gear and pinion gears and/or a gear nest associated with the pinion gears, wherein the disconnect assembly is able to disconnect torsional loading of torque between the ring gear and the pinon gears of the differential. The disconnect assembly selectively connects and disconnects the ring gear and pinon gears by preferably disconnecting from the gear nest disposed therebetween. Disconnection of the ring gear and pinion gears allows the ring gear, differential housing, bearings, and rest of the gear box to stop spinning while the wheels of the vehicle are spinning. The differential pinion gears are mechanically connected to the gear nest such that torque can be transferred from the differential gear nest to the differential pinion gears and then to the differential side gears.

Abstract: A secondary drive unit (SDU) for the secondary axis of an all wheel drive vehicle consists of an SDU housing defining a first section for receiving a main shaft which is connected to a drive source and a second section for enclosing a twin clutch assembly. The twin clutch assembly has a common clutch housing connected to the main shaft, a left clutch for selectively connecting a left output shaft and the clutch housing, a right clutch for selectively connecting a right output shaft and the clutch housing, and a rigid center plate separating the left and right clutches. The twin clutch assembly may be activated by a dual action piston assembly to decrease all wheel drive synchronization and connection response times.

Abstract: A clutch assembly includes a clutch hub, a clutch drum disposed about the clutch hub, a first gear connected to the clutch drum, the first gear configured to be coupled with a first shaft, the clutch hub configured to be coupled with a second shaft, a clutch pack disposed between the clutch hub and the clutch drum, and an air-actuated piston assembly for selective actuation of the clutch pack to connect or disconnect two drive axles in a tandem axle assembly. The clutch assembly includes a plurality of lever arms disposed between the piston assembly and the clutch pack. Each lever arm extending to engage the piston and the clutch pack. Each lever arm may be pivotally mounted to a lever carrier plate or to a fixed portion of the piston housing.

Abstract: A rear drive module for an all-wheel drive motor vehicle includes a differential assembly having an outer differential housing and an inner differential housing, the inner differential housing being fixed for rotation with an output shaft of the differential assembly; a ring gear assembly having a ring gear mounted to and fixed for rotation with the outer differential housing; and a disconnect and synch-lock mechanism: operable to synchronize and lock the inner differential housing and the outer differential housing, and to disconnect the inner differential housing and the outer differential housing to prevent rotation of the outer differential housing and the ring gear. The disconnect and synch-lock mechanism may include a synchronizer clutch and a clutch actuator. The clutch actuator may be a ball-ramp or face cam mechanism which is configured to control the operation of the synchronizer clutch and locking between the inner and outer differential housings.

Abstract: A family of two speed transmissions has a plurality of members that can be utilized in drive trains to provide varying gear ratios. The transmission family members include step pinion planetary gear sets. In one embodiment, there is a single step pinion planetary gear set with two sun gears configured selectively as the transmission input, two ring gears, one of which is rigidly attached to ground and the other is configured to act as the transmission output. In another embodiment, there is removed one of the ring gears and there is added a planetary reduction gear set comprised of a sun gear, a ring gear rigidly attached to ground and a planetary carrier configured to act as the transmission output. In another embodiment, there is provided a transmission comprising a plurality of helical gear sets and a planetary gear set for speed reduction.

Abstract: A controllable powertrain input module, placed between an input torque source and an automated ratio changing device, all of which is controlled by a powertrain control module (PCM) to optimize efficiency while satisfying an infinite number of input and output application scenarios.

Abstract: Methods, devices and systems are provided for determining a connection state of an all wheel drive (AWD) assembly in a vehicle. The method includes receiving, by a vehicle, a message indicative of a hazard and a hazard location on the road and determining a distance to the hazard location from the vehicle. In response to the distance to the hazard location being below a first threshold distance, a state for an AWD assembly in the vehicle is set to a connect state. In response to the distance to the hazard location being above the first threshold, the time for the vehicle to reach the hazard location is determined. If the time to the hazard location is below a threshold AWD connection time, the state for the AWD assembly is set to the connect state.

Abstract: A drive gear assembly rotatably drives a driven gear of an engine component. The drive gear assembly comprises a drive shaft extending longitudinally along an axis. A main drive gear is operatively coupled to the drive shaft and a scissor gear is aligned coaxially with the main drive gear. A scissor spring is disposed and operatively coupled between the main drive gear and the scissor gear and biased therebetween wherein the main drive gear and the scissor gear rotate about the axis relative to each other. An isolation mechanism is operatively coupled between the main drive gear and the drive shaft for absorbing impulse loads generated by the driven gear when engaged with the main drive gear.

Abstract: An axle assembly for an electric or hybrid vehicle includes electrically powered drive motors for respectively driving vehicle wheels. The axle assembly preferably includes a dual motor arrangement, wherein two electric motors are arranged end-to-end. Each motor includes an inverter that is directly connected to its respective motor, and includes a gearbox assembly coupled between an output of the motor and a corresponding constant-velocity (CV) joint operatively connected to a wheel. The inboard ends of the motors are secured to opposite faces of a cooling manifold wherein the cooling manifold maintains the motors in axial alignment. The cooling manifold plate is positioned between an inboard end of each of the motor housings, and the cooling manifold plate axially aligns the first and second motors.

Abstract: An axle assembly for an electric or hybrid vehicle includes electrically powered drive motors for respectively driving vehicle wheels. The axle assembly preferably includes a dual motor arrangement, wherein two electric motors are arranged end-to-end. Each motor includes an inverter that is directly connected to its respective motor, and includes a gearbox assembly coupled between an output of the motor and a corresponding constant-velocity (CV) joint operatively connected to a wheel. The inboard ends of the motors are secured to opposite faces of a cooling manifold wherein the cooling manifold maintains the motors in axial alignment. The cooling manifold plate is positioned between an inboard end of each of the motor housings, and the cooling manifold plate axially aligns the first and second motors.

Abstract: A power transfer unit in a front-wheel-drive based all-wheel-drive vehicle is operatively coupled to a transmission to continuously transfer rotational movement through a link shaft to a front wheel when the vehicle is in motion. The power transfer unit also selectively transfers rotational movement from the transmission to a rear driveline system. When the rear driveline system is connected to the transmission, lubricant contained within the housing is automatically distributed throughout the housing to lubricate components therein. When the rear driveline system is disconnected from the transmission, the lubricant contained within the housing is not distributed throughout the housing. Since rotation of the link shaft continues independently of the rear driveline system, bearings rotatably supporting the link shaft are isolated from the interior of the housing such that the bearings are lubricated by lubricant that is provided from outside the housing.

Abstract: A gate assembly for a trailer which provides for the gate assembly to be moved between a closed position in which both a lower gate member and an upper gate member are stacked and extend upwardly one upon the other and an extension position in which the lower gate member extends forwardly from an end of the deck as an extension of the deck and the upper gate member extends upwardly from the end of the lower gate member.