Abstract: A linear actuator includes an electromagnetic coil and a stator cover extending over the electromagnetic coil. A set of magnets are disposed end-to-end to form a ring. The magnets are adjacent the electromagnetic coil but offset from the center of the coil. A ferromagnetic central ring disposed within the coil at the inner diameter thereof and next to the magnets. A non-ferromagnetic ring disposed within the coil at the inner diameter thereof extending between the central ring and the other side of the stator cover. A translator is disposed between the magnets and the central axis. The translator is latchable between two positions within the linear actuator depending on the magnetic flux and the direction in which the electric current is flowing.

Abstract: A lock module assembly controls hill hold, park, and neutral states of a vehicle. The lock module assembly does all of this by controlling rotation of a wheel hub (or a shaft that rotates the wheel hub) of the vehicle. The lock module assembly includes a pocket plate fixedly secured to a rotating shaft. The pocket plate includes a locking element housed therein. A notch plate has first and second sets of notches with the first set complementing the pocket plate secured to the rotating shaft. A second set of notches complements a static pocket plate that houses at least clockwise actuator and at least one counterclockwise actuator. The actuators are used to control hill holds and park, whereas the locking element of the pocket plate disengages the wheel hub from the rotating shaft (neutral).

Abstract: A transmission is shifted into a reverse state. The transmission includes a clutch. The clutch includes a pocket plate, a notch plate, a first strut housed within a pocket of the pocket plate, and a second strut housed within another pocket. A command is received to shift the transmission to reverse. It is then determined whether the at least one second strut has retracted into the pocket plate. If it remains extended, the first actuator is activated. A first rotational torque is applied to the notch plate in a direction allowing the notch plate to abut the first strut. By doing so, the second strut is released from abutting engagement with the notch plate. A second rotational torque is applied to the notch plate opposite the first rotational torque to rotate the notch plate out of engagement with the first strut, resulting in the transmission entering the reverse state.

Abstract: A driveline disconnect assembly disconnects a wheel hub from a drive shaft supported by a grounding component, such as a suspension knuckle. The driveline disconnect assembly includes a support frame that is fixedly secured to the grounding component. The support frame extends around at least a portion of the drive shaft and extends between first and second support frame sides. The support frame defines a central axis. A linear actuator is fixedly secured to the support frame and extends around at least a portion of the drive shaft. The linear actuator includes a shift sleeve moving axially relative to the support frame. The shift sleeve extends around at least a portion of the drive shaft to selectively engage and disengage the wheel hub to connect and disconnect the wheel hub from the drive shaft, respectively.

Abstract: A driveline disconnect assembly disconnects a wheel hub from a drive shaft supported by a grounding component, such as a suspension knuckle. The driveline disconnect assembly includes a support frame that is fixedly secured to the grounding component. The support frame extends around at least a portion of the drive shaft and extends between first and second support frame sides. The support frame defines a central axis. A linear actuator is fixedly secured to the support frame and extends around at least a portion of the drive shaft. The linear actuator includes a shift sleeve moving axially relative to the support frame. The shift sleeve extends around at least a portion of the drive shaft to selectively engage and disengage the wheel hub to connect and disconnect the wheel hub from the drive shaft, respectively.

Abstract: A method selectively locks a notch plate to a pocket plate such that the notch and pocket plates rotate together. The pocket plate includes struts that work in opposite directions. The pocket plate rotational speed and the notch plate rotational speed are identified. Once the notch plate rotational speed is close to the pocket plate rotational speed, the struts in one direction are activated. Once seated, the struts in the other direction are activated. This two-step engagement of the struts provides a smoother transition between clutch engagements (gear shifts) while not requiring the precision of having all struts activated at the same time.

Abstract: A rotational control assembly controls at least one locking element used to lock a race with respect to a housing. The rotational control assembly includes a speed sensor disposed adjacent the race. The speed sensor senses a rotational speed of the race and generating a rotational speed signal. A controller is electrically connected to the speed sensor for receiving the rotational speed signal. The controller includes a comparator to compare the rotational speed signal to a threshold speed level. A lockout switch is electrically connected to the controller. The lockout switch prevents activation of the at least one locking element when the rotational speed signal exceeds the threshold speed level. This assembly prevents attempts to synchronize or lock races when the speeds are too high. This assembly can also be used to facilitate park and hill-hold functions.

Abstract: A transmission case houses a plurality of coupling elements and a plurality of gears therein. Each of the plurality of coupling elements may be controllable by at least one of a plurality of actuators and at least one of a plurality of struts. Actuator pads and strut pockets are formed into opposing sides of at least one side wall of the transmission case. The side wall is strong enough to receive the forces created by the strut engaging the coupling elements, while eliminating the need for an extra coupling member that otherwise extends between the transmission housing side wall and the notch plate.

Abstract: A linear actuator includes an electromagnetic coil and a stator cover extending over the electromagnetic coil. A set of magnets are disposed end-to-end to form a ring. The magnets are adjacent the electromagnetic coil but offset from the center of the coil. A ferromagnetic central ring disposed within the coil at the inner diameter thereof and next to the magnets. A non-ferromagnetic ring disposed within the coil at the inner diameter thereof extending between the central ring and the other side of the stator cover. A translator is disposed between the magnets and the central axis. The translator is latchable between two positions within the linear actuator depending on the magnetic flux and the direction in which the electric current is flowing.

Abstract: A linear actuation assembly includes an electromagnetic coil configured to allow electric current to pass therethrough in either direction creating magnetic flux based on the electric current and its direction. The electromagnetic coil defines a center axis, an inner diameter, and first and second sides. A first set of magnets is disposed in end-to-end relation adjacent the first side of the electromagnetic coil at the inner diameter thereof. A second set of magnets is disposed in end-to-end relation adjacent the second side of the electromagnetic coil about the inner diameter thereof. The linear actuation assembly further includes at least one translator disposed adjacent the first and second sets of magnets opposite the electromagnetic coil. The at least one translator is latchable between a first position adjacent the first set of magnets and a second position adjacent the second set of magnets in response to the magnetic flux and the direction in which the electric current is flowing.

Abstract: A rotational control assembly controls at least one locking element used to lock a race with respect to a housing. The rotational control assembly includes a speed sensor disposed adjacent the race. The speed sensor senses a rotational speed of the race and generating a rotational speed signal. A controller is electrically connected to the speed sensor for receiving the rotational speed signal. The controller includes a comparator to compare the rotational speed signal to a threshold speed level. A lockout switch is electrically connected to the controller. The lockout switch prevents activation of the at least one locking element when the rotational speed signal exceeds the threshold speed level. This assembly prevents attempts to synchronize or lock races when the speeds are too high. This assembly can also be used to facilitate park and hill-hold functions.

Abstract: A linear actuation assembly includes an electromagnetic coil configured to allow electric current to pass therethrough in either direction creating magnetic flux based on the electric current and its direction. The electromagnetic coil defines a center axis, an inner diameter, and first and second sides. A first set of magnets is disposed in end-to-end relation adjacent the first side of the electromagnetic coil at the inner diameter thereof. A second set of magnets is disposed in end-to-end relation adjacent the second side of the electromagnetic coil about the inner diameter thereof. The linear actuation assembly further includes at least one translator disposed adjacent the first and second sets of magnets opposite the electromagnetic coil. The at least one translator is latchable between a first position adjacent the first set of magnets and a second position adjacent the second set of magnets in response to the magnetic flux and the direction in which the electric current is flowing.

Abstract: A powertrain assembly for a vehicle includes a first motor and a second motor. A power split assembly, having an output power shaft, is connected to both the first and second motors to the power output shaft. The power split assembly selectively receives power output from the first and second motors, wherein the power split assembly defines a plurality of modes of operation to provide torque to the output power shaft. The powertrain assembly also includes a bypass power shaft operatively connected between the second motor and the output power shaft, such that the second motor provides torque to the output power shaft using the bypass power shaft to reduce torque interruptions created by the power split assembly during changes in the plurality of modes of operation.

Abstract: A transmission assembly includes a transmission housing. A first gearset includes first, second and third rotating elements disposed within the transmission housing. A second gearset includes fourth, fifth and sixth rotating elements disposed within the transmission housing adjacent the first gearset. An output shaft is connected to the third rotating element of the first gearset and the fifth rotating element of the second gearset. An input shaft is connected to the fourth rotating element of the second gearset. A controllable clutch is connected between the input shaft at a first end and the output shaft at a second end. A first controllable brake selectively couples the first rotating element to the transmission housing.

Abstract: A modular transmission assembly facilitates its use in all classes of trucks. The transmission is designed to receive one, two or three inputs. In addition, it can add torque multiplying gearsets when needed. The transmission assembly utilizes two gearsets configured in ring-carrier/ring-carrier configuration to operate as a four-node transmission. Two input shafts are coaxial with one inside the other (input shaft 1 inside input shaft 2) allowing torque from the second input to be received directly at the output shaft of the transmission. The transmission includes two controllable clutches coupling the second input with the two gearsets. Two controllable brakes selectively couple various gears of the gearsets to ground. Controlling the clutches and brakes controls the torque of the output shaft as a function of torques received by the first and second input shafts.

Abstract: A powertrain assembly for a vehicle includes a first motor and a second motor. A power split assembly, having an output power shaft, is connected to both the first and second motors to the power output shaft. The power split assembly selectively receives power output from the first and second motors, wherein the power split assembly defines a plurality of modes of operation to provide torque to the output power shaft. The powertrain assembly also includes a bypass power shaft operatively connected between the second motor and the output power shaft, such that the second motor provides torque to the output power shaft using the bypass power shaft to reduce torque interruptions created by the power split assembly during changes in the plurality of modes of operation.