Abstract: In some implementations, the device may include stationary and rotatable members. A locking element supported on the stationary member moves between an engaged, torque hold or transfer position where the locking element holds or transfers torque between the stationary member and the rotatable member and a disengaged, torque-free position where the locking element holds or transfers no torque between the stationary member and the rotatable member. The device may include a threaded shaft, with the locking element threadably received on the threaded shaft.

Abstract: A method for power transmission method includes providing first and second shafts, first and second gear assemblies between the first and second shafts, and first and second coupling assemblies. The first coupling assembly coupling the first shaft to the first gear assembly, and the second coupling assembly coupling the first shaft to the second gear assembly. The speed of the first shaft varies, wherein the deployment of a locking element of the second coupling assembly is based on the speed of the first shaft.

Abstract: A gear reduction unit for coupling the output member of a prime mover to the input member of a device that is to be driven thereby. The gear reduction unit includes an input shaft, an output shaft, a primary gear set arranged between the input shaft and the output shaft, a secondary gear set arranged between the input shaft and the output shaft, and a gear selection device. The gear selection device is configured to selectively and alternately couple the input shaft to the output shaft for driving thereof by one of the primary gear or the secondary gear set.

Abstract: A drivetrain component provides an electronically controlled, overrunning drivetrain disconnect, such as a differential with different operating modes. The drivetrain component includes a coupling member and a rotatable member rotating about the central axis. A first locking structure selectively mechanically couples the coupling member to the rotatable member, and a second locking structure selectively mechanically couples the coupling member to the rotatable member. The first locking structure engages a locking abutment of the rotatable member, and the second locking structure engages a locking abutment of the rotatable member.

Abstract: A method for power transmission method includes providing first and second shafts, first and second gear assemblies between the first and second shafts, and first and second coupling assemblies. The first coupling assembly coupling the first shaft to the first gear assembly, and the second coupling assembly coupling the first shaft to the second gear assembly. The speed of the first shaft varies, wherein the deployment of a locking element of the second coupling assembly is based on the speed of the first shaft.

Abstract: A clutch assembly or module having multiple one-way clutches, each clutch operates independently of the others to control torque transmission to and from a common or shared notch plate. The assembly or module also controls rotation, including the direction thereof, of the common or shared notch plate. Depending upon the position of each one-way clutch, multiple modes of torque transfer and common or shared notch plate rotation can be achieved.

Abstract: A drivetrain component provides an electronically controlled, overrunning drivetrain disconnect. The drivetrain component includes a case having an annular wall portion with a plurality of pockets in one side. The carrier is supported for movement relative to and independently of the case. The carrier includes a notch plate. The differential gear set has a pinion shaft tied to the carrier, pinion gears mounted on the pinion shaft, differential gears engaging the pinion gears, and differential gear shafts connected to the differential gears. The drivetrain component includes a first locking structure and a second locking structure. Both the first and second locking structures are on the same side of the notch plate. The first locking structure couples the case to the carrier for torque transmission from the case to the carrier in a first direction only, wherein the first locking structure does not inhibit carrier rotation in a second direction.

Abstract: A vehicle transmission using a gearset. Multi-mode clutches selectively couple components of the gearset. The transmission operates in and shifts between a first forward gear and a second forward gear using a change in input rotation. An electric motor coupled to the input may be used to change the input rotation direction.

Abstract: An actuation mechanism for use with a coupling device. The actuation mechanism includes an assembly having a hub, a latch member, a translating member, and an indexer. The assembly includes a carrier supported on the hub that engages the indexer. The carrier moves axially relative to the hub. A return member biasing the indexer to a non-deployed position, with the translating member acting against the return member to move the indexer to the deployed position.

Abstract: A vehicle transmission using a gearset. Multi-mode clutches selectively couple components of the gearset. The transmission operates in and shifts between a first forward gear and a second forward gear using a change in input rotation. An electric motor coupled to the input may be used to change the input rotation direction.

Abstract: A clutch assembly or module that includes multiple components and one-way clutches. The clutch assembly or module functions as a releasable torque transmitting mechanism that provides a mechanical engagement between mating parts wherein the multiple components and one-way clutches cooperate to control the torque flow path between a drive or input member and a driven or output member.

Abstract: A clutch assembly includes a pocket plate, and a teeter-totter strut retained in a pocket plate pocket and pivotable to engaged and disengaged positions. A strut center of mass is configured so that when a shock load force acts on the strut, the strut is prevented from moving into the engaged position. A torque locking mechanism includes a strut housing having a strut pocket, a strut having ears, and a cover. The strut has a center of mass between the ears and a portion of the pocket. A clutch strut includes ears extending transversely from a body. A first portion of the body between the ears and an abutment surface has a first length and width, and a second portion of the body between the ears and a load bearing surface has a second length longer than the first length and a second width narrower than the first width.

Abstract: A wheel hub clutch includes: a notch plate; a pocket plate having pockets and plunger passages in communication with the pockets; locking members carried in the pocket plate pockets; and plungers carried in the pocket plate plunger passages and configured to drive the locking members into engagement with the notches in the notch plate. The clutch also may include a translator with a permanent magnet that cooperates with an electromagnet of a stator to translate the translator. The translator may be coupled to the locking members to translate them into and out of engagement with the notch plate. Also disclosed is a wheel end system including the wheel hub clutch, a drivetrain including the wheel end system and wheel hub clutch, and a vehicle including the drivetrain.

Abstract: In some implementations, the device may include stationary and rotatable members. A locking element supported on the stationary member moves between an engaged, torque hold or transfer position where the locking element holds or transfers torque between the stationary member and the rotatable member and a disengaged, torque-free position where the locking element holds or transfers no torque between the stationary member and the rotatable member. The device may include a threaded shaft, with the locking element threadably received on the threaded shaft.

Abstract: A coupling assembly includes a multiple-position actuation mechanism and a detent assembly holding the actuation mechanism in a discrete position. The detent assembly may include a mechanical detent. In one example, the mechanical detent engages the actuation mechanism and holds the actuation member in a neutral or middle position.

Abstract: A clutch assembly, such as a dynamically controllable clutch (“DCC”), having an actuator for controlling coupling members for engagement and disengagement of power components. The actuator includes a cylindrical cam member with an end face extending transversely to a rotational axis of the cam member. The end face has a first cam surface and a second cam surface. The first cam surface is radially spaced from and adjacent to the second cam surface. A first cam follower follows the first cam surface and a second cam follower follows the second cam surface. A first link extends between the first cam follower and a first coupling member, and a second link extends between the second cam follower and a second coupling member.

Abstract: A vehicle transmission using a gearset. Multi-mode clutches selectively couple components of the gearset. The transmission operates in and shifts between a first forward gear and a second forward gear using a change in input rotation. An electric motor coupled to the input may be used to change the input rotation direction.

Abstract: A clutch assembly, the assembly may include a first member having a locking structure and a second member having a receiving area. The assembly may include a locking element supported in the receiving area of the second member, the locking element moving between an engaged position where the locking element holds or transfers torque between the first and second members and a disengaged position where the locking element holds or transfers no torque between the first and second members. The locking element includes a socket. Moreover, the assembly may include a reciprocating member in the socket when the locking element is in the disengaged position.

Abstract: A coupling and control assembly includes first and second rotatable coupling members. The first coupling member has a first coupling face with locking formations, and the second coupling member has a second coupling face with pockets and in opposition with the first coupling face of the first coupling member and a third face spaced from the second coupling face and with passages communicating with the pockets. Locking members in the pockets transmit torque between the first and second coupling members. A stator includes an electromagnetic source, and a translator is translatable, rotatable, and coupled to the second coupling member to be rotatable therewith. The translator may include springs in the passages to actuate the plurality of locking members, or a permanent magnetic source cooperative with the electromagnetic source to translate the translator. An apertured retainer plate may be coupled to the second coupling member to facilitate pivoting of the plurality of locking members.

Abstract: A coupling and control assembly including a non-contact, linear inductive position sensor is provided. The assembly includes a coupling housing and a stator structure disposed within the coupling housing and including a stator housing. A translator structure is coupled to a coupling member of the assembly to rotate therewith about a rotational axis. The sensor is mounted on one of the housings. The translator structure includes a coupler element made of an electrically conductive material. The sensor is configured to create a magnetic field to induce eddy currents in the electrically conductive material. Movement of the coupler element changes a magnetic field caused by the eddy currents. The sensor provides a position feedback signal for vehicle transmission control. The signal is correlated with the linear position of the translator structure along the rotational axis.