Abstract: An electric transmission (10) for a motor vehicle drive train (12) with a first electric prime mover (14) and a second electric prime mover (18), includes a first transmission input shaft (30) having a first transmission connection for drivingly connecting the electric transmission to the first electric prime mover, a second transmission input shaft (32) having a second transmission connection for drivingly connecting the electric transmission to the second electric prime mover, a countershaft (36), gearwheel pairs of idler gears (42, 44, 50, 52, 62) and fixed gears (46, 48, 54, 65, 64) for forming gear steps and arranged in multiple gear set planes, a plurality of shift elements (38, 40) for engaging the gear steps, a planetary gear set (22) with a sun gear (24), a planet gear carrier, and a ring gear (28), and a third transmission input shaft (34) drivingly connected to the planet gear carrier of the planetary gear set.

Abstract: A drive device for a motor vehicle has an electric drive machine which is operatively connected to a transmission via a driveshaft. The transmission has at least first and second planet gear stages and a differential stage. The first planet gear stage has a first planet gear set with planet gears rotatably arranged on a first planet gear carrier and mesh with a first sun gear and a first ring gear. The second planet gear stage has a second planet gear set with planet gears rotatably arranged on a second planet gear carrier and mesh with a second sun gear and a second ring gear. The planet gear stages are operatively connected to a double clutch device with first and second power-shift clutches, the ring gears are rigidly connected together to form a common ring gear, and the planet gear carriers are rigidly connected together to form a common planet gear carrier.

Abstract: A power transmission path switching device has a friction engaging device; a rotation transmission state switching device comprising a first member and a second member arranged coaxial with each other and having: a free mode and/or a one-way clutch mode allowing rotation of the first member with respect to the second member, and a lock mode preventing rotation of the first member with respect to the second member; and a control device that, when connecting the friction engaging device and setting the rotation transmission state switching device to the lock mode, has a function of connecting the friction engaging device, and then while maintaining the friction engaging device in a connected state, switches the rotation transmission state switching device to the lock mode.

Abstract: An electronically locking differential assembly according to the present disclosure includes a differential case, a first and second side gear, a lock actuation mechanism, a first and second tone wheel, a first and second pickup sensor and a controller. The lock actuation mechanism includes a ramp plate that selectively moves between a locked state and an unlocked state. The first tone wheel has a first plurality of teeth formed on the differential case. The second tone wheel has a second plurality of teeth formed on the ramp plate. The first pickup sensor senses a position of the first plurality of teeth. The second pickup sensor senses a position of the second plurality of teeth. The controller determines whether the lock actuation mechanism is in the locked or unlocked state based on the respective positions of the first and second plurality of teeth.

Abstract: A torque converter is provided that includes a front cover arranged to receive a torque, an impeller having an impeller shell non-rotatably connected to the cover, and a turbine in fluid communication with the impeller and including a turbine shell. An output element is disposed axially between the front cover and the turbine shell and arranged to connect to a transmission input shaft. The output element includes a flange and a neck extending axially from the flange towards the front cover. A lock-up clutch includes a piston. A floating hub is disposed axially between the front cover and the flange and is sealed to the piston and the transmission input shaft. The floating hub is non-rotatably connected to the neck of the output element.

Abstract: A hub assembly for a hybrid module having a first and a second connection partner arranged coaxially with one another, the first connection partner has a first bearing portion and the second connection partner has a second bearing portion, and a plurality of connecting elements. The first and the second bearing portion have receiving openings for receiving the connecting elements. The first and the second connection partner are prepositioned with respect to one another via a form-fitting connection such that the receiving openings in the first and the second bearing portion are each oriented in pairs in a positionally correct manner with respect to one another in the circumferential direction about the main axis H.

Abstract: A pawl freewheel with a first race, a second race and pawls between the first and second race, which comprise at least one first pawl, which can be pivoted between a locked position in which the first race is rotationally drivingly coupled in a first direction of rotation relative to the second race via the first pawl to the second race and an open position, in which the first race is rotatable in the first direction of rotation relative to the second race wherein an actuating device is provided with an actuating pin which interacts with the first pawl which can be displaced from a first actuating position in which the first pawl is pivoted into the locked position, in the axial direction relative to the first pawl into a second actuating position, in which the first pawl is pivoted into the open position.

Abstract: A locking pawl arrangement with a motion compliance mechanism for use with various automotive devices having a rotating hub with a plurality of teeth. There is provided a pawl that is moveable between a disengaged position wherein the pawl is not engaged with the rotating hub, an engaged positioned where the pawl is engaged with the hub and an intermediate position that is between the disengaged position and engaged position. A locking cam is in contact with the pawl and moves between a disengaged position, an engaged position, and an intermediate position against the pawl. There is further provided an actuator that is engageable with the locking cam. The actuator moves between a retracted position and an extended position, thereby causing the locking cam to move the pawl between the intermediate position, disengaged position and engaged position.

Abstract: A power transmission device has a hub portion of a ring gear is fixed by a weld portion to a flange portion on an outer periphery of a transmission member, an annular groove that is recessed in the inner side of the axial direction is formed in a side face of the hub portion for making axial positions of the annular groove and the cavity part partially coincide with each other, the hub portion is narrowed partway along a part sandwiched between the cavity part and weld portion and the annular groove when viewed in a cross section transecting the annular groove, and a narrowed portion is set to have a thickness that alleviates residual stress produced around the weld portion of the flange portion by the force with which the flange portion and the hub portion pull each other in response to thermal shrinkage of the weld portion.

Abstract: A differential transmission apparatus including: a case that is rotatable around rotation axis that has shaft hole; pinion pin that extends parallel to rotation axis; pinion shaft that is supported by case, that has axial end portion passing through shaft hole of the case, and that bears rotation torque around rotation axis from case via axial end portion when axial end portion is in contact with peripheral wall portion of shaft hole in conjunction with a rotation around the rotation axis of the case; a pinion gear that is rotatably supported around the pinion shaft; and a side gear that meshes with the pinion gear, in which on an end surface in an axial direction of the pinion shaft, the pinion shaft has a groove portion that extends in an extending direction of the pinion pin, and in which the pinion pin is fitted into the groove portion.

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: The system includes: a driver; a rotating load configured to be driven into rotation by the driver; a controller, for controllably changing a rotation speed of the load; and a variable speed transmission, arranged between the driver and the load. The variable speed transmission includes a speed summing gear arrangement with a first input shaft, a second input shaft and an output shaft. The output shaft is drivingly coupled to the rotating load. The first input shaft is drivingly coupled to the driver. A continuous variable transmission device is mechanically coupled to the driver and to the second input shaft of the speed summing gear arrangement. The continuous variable transmission device is functionally coupled to the controller.

Abstract: Proposed is a disconnector apparatus including a support ring mounted in a casing and including a pinion gear mounted in the support ring and configured to engage with a first side gear, the support ring including a first dog gear part provided on one surface directed toward the first side gear, a clutch ring including a second dog gear part provided on one surface facing the support ring, the second dog gear part being configured to engage with the first dog gear part, and a sleeve connected to an actuator device and configured to move in an engagement direction or disengagement direction, the sleeve being connected to the clutch ring and configured to push the clutch ring in a direction toward the support ring or pull the clutch ring in a direction opposite to the support ring.

Abstract: A power transmission device includes a bearing, a differential mechanism, a case that houses the differential mechanism, a pinion gear supported by the case, a wall part that overlaps the case in an axial direction, a plate that is provided between the wall part and the case in the axial direction, and that supports the case with the bearing being interposed, and a parking pawl that is rotatably fixed to the plate in a position that overlaps the plate in the axial direction.

Abstract: A lubricant guide shell (32) for includes a first, radially extending section (33), which is provided for being situated axially opposite an end face (35) of a torque converter (9) in an installed state of the lubricant guide shell (32). The first section (33) transitions radially outwardly into a second, axially extending section (34), which, in the installed state of the lubricant guide shell (32), is configured for axially at least partially and radially outwardly encompassing the torque converter starting from the first section (33). The first section (33) as well as the second section (34) are configured to be completely circumferential.

Abstract: A differential locking mechanism including a differential mechanism and a locking mechanism. The differential mechanism includes a driven gear, a shell, two half shafts, two half-shaft gears and a planetary gear set, planetary gear shafts. The locking mechanism includes a sleeve, a third gear, a toothed sleeve, a shifting fork and a fixing piece. An end of the first planetary gear shaft, facing outside of the shell, is fixedly provided with the third gear. An end of the shell is fixedly provided with the sleeve; a side of the sleeve close to the shell is sleeved with a fourth gear rotationally connected with the sleeve; one end of the fourth gear is fixedly provided with a fifth gear rotationally connected with the sleeve; a side of the sleeve away from the shell is provided with a longitudinal tooth groove; the toothed sleeve is sleeved on the sleeve.

Abstract: A differential carrier assembly having a differential, a differential carrier, and a differential bearing support. The differential carrier has a bearing support mount that may extend from a mounting flange of the differential carrier. The differential bearing support is mounted to the bearing support mount and receives a bearing assembly that rotatably supports the differential.

Abstract: A work vehicle locking differential energy management system includes axle speed sensors for monitoring the rotational speeds of axle half-shafts. The axle half-shafts are coupled through a locking differential, which contains a differential clutch mechanism. A processing subsystem is configured to: (i) when the locking differential is placed in a locked state, calculate a differential lock force applied to the clutch mechanism, and calculate a differential slip speed from a disparity in the rotational speeds of the axle half-shafts; (ii) estimate an internal temperature of the clutch mechanism based, at least in part, on the differential lock force and the differential slip speed; (iii) detect differential overtemperature events during which the internal temperature of the clutch mechanism exceeds a first critical temperature threshold; and (iv) perform at least one differential overtemperature action in response to detection of a differential overtemperature event.

Abstract: Methods and systems for an electric drive axle of a vehicle are provided. An electric drive axle system includes, in one example, an electric motor-generator rotationally coupled to a gear train. The gear train includes an output shaft rotationally coupled to a gear assembly axially offset from an input shaft rotationally coupled to the electric motor-generator, where the gear assembly is rotationally coupled to a differential and the differential is rotationally coupled to an axle, a first clutch assembly is configured to rotationally couple and decouple a first gear set from the output shaft, and a second clutch assembly is configured to rotationally couple and decouple a second gear set from the output shaft, the second gear set having a different gear ratio than the first gear set.

Abstract: A differential device includes a differential case, a first output gear and a second output gear, and an interrupting mechanism. The differential case is rotatable. A drive force can be input to the differential case. The first output gear and the second output gear are accommodated in the differential case. The first output gear and a second output are rotatable with respect to the differential case and output the drive force received from the differential case. The interrupting mechanism is disposed on a side of the first output gear and connects and disconnects power transmission between the differential case and the first output gear. The first output gear is coupled to an output shaft through an intermediate member.