Abstract: Systems and methods are presented herein for providing an integrated disconnect. The integrated disconnect may be used within a drive unit. The integrated disconnect comprises an output gear having a cavity. A torque transfer adapter is arranged within the cavity. A clutch body is also arranged within the cavity. The clutch is actuatable through the output gear by an actuator to engage and disengage the clutch with the torque transfer adaptor. The actuator is located external to the cavity.

Abstract: Systems and methods are presented herein for providing an integrated disconnect. The integrated disconnect may be used within a drive unit. The integrated disconnect comprises an output gear having a cavity. A torque transfer adapter is arranged within the cavity. A clutch body is also arranged within the cavity. The clutch is actuatable through the output gear by an actuator to engage and disengage the clutch with the torque transfer adaptor. The actuator is located external to the cavity.

Abstract: A drive system includes a first drive train and a second drive train coupled by a differential assembly. Each drive train include a motor, an output gear, and a clutch assembly that engages and disengages the output gear from respective halfshafts. The differential assembly is configured to couple the first and second halfshafts, and connect/disconnect the first output gear and the first halfshaft. The differential assembly includes, for example, side gears, a spider gearset, and an actuator for engaging and disengaging the differential casing from the first output gear. A control system is configured to actuate actuators of clutch assemblies and/or a differential assembly to achieve one or more drive modes for each drive axis. The control system determines the first drive mode, controls the clutch assemblies and differential assemblies, and controls one or more motors. The drive modes include, for example, torque vectoring, fully locked, single motor, and neutral.

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 drive system includes a first drive train and a second drive train coupled by a differential assembly. Each drive train include a motor, an output gear, and a clutch assembly that engages and disengages the output gear from respective halfshafts. The differential assembly is configured to couple the first and second halfshafts, and connect/disconnect the first output gear and the first halfshaft. The differential assembly includes, for example, side gears, a spider gearset, and an actuator for engaging and disengaging the differential casing from the first output gear. A control system is configured to actuate actuators of clutch assemblies and/or a differential assembly to achieve one or more drive modes for each drive axis. The control system determines the first drive mode, controls the clutch assemblies and differential assemblies, and controls one or more motors. The drive modes include, for example, torque vectoring, fully locked, single motor, and neutral.

Abstract: A gearbox attachment of a wheel drive unit A-shield assembly for an electric vehicle four motor powertrain system is disclosed. The gearbox attachment includes a housing, a gear reduction assembly, and an actuator assembly. The housing is adapted to fasten to an A-shield of the wheel drive unit A-shield assembly. The housing includes an outer ring. The gear reduction assembly is at least partially received in the outer ring. The gear reduction assembly is adapted to receive an output of a gearbox of the wheel drive unit A-shield assembly that is adapted to provide an output of a motor to a single wheel of the electric vehicle. The gear reduction assembly is adapted to provide a gear reduction for a higher torque and slower speed in a gear reduction mode. The actuator assembly adapted to actuate the gear reduction assembly output between the gear reduction mode and a standard mode.

Abstract: A drive system includes a first drive train and a second drive train coupled by a differential assembly. Each drive train include a motor, an output gear, and a clutch assembly that engages and disengages the output gear from respective halfshafts. The differential assembly is configured to couple the first and second halfshafts, and connect/disconnect the first output gear and the first halfshaft. The differential assembly includes, for example, side gears, a spider gearset, and an actuator for engaging and disengaging the differential casing from the first output gear. A control system is configured to actuate actuators of clutch assemblies and/or a differential assembly to achieve one or more drive modes for each drive axis. The control system determines the first drive mode, controls the clutch assemblies and differential assemblies, and controls one or more motors. The drive modes include, for example, torque vectoring, fully locked, single motor, and neutral.

Abstract: A gearbox attachment of a wheel drive unit A-shield assembly for an electric vehicle four motor powertrain system is disclosed. The gearbox attachment includes a housing, a gear reduction assembly, and an actuator assembly. The housing is adapted to fasten to an A-shield of the wheel drive unit A-shield assembly. The housing includes an outer ring. The gear reduction assembly is at least partially received in the outer ring. The gear reduction assembly is adapted to receive an output of a gearbox of the wheel drive unit A-shield assembly that is adapted to provide an output of a motor to a single wheel of the electric vehicle. The gear reduction assembly is adapted to provide a gear reduction for a higher torque and slower speed in a gear reduction mode. The actuator assembly adapted to actuate the gear reduction assembly output between the gear reduction mode and a standard mode.

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 multi-mode hybrid transmission for transmitting power from a prime mover and a stored source of energy to a final drive shaft. The transmission may include an input shaft to receive torque from the prime mover, a countershaft operatively coupled to the final drive shaft, a plurality of gear pairs each defining a torque path from the input shaft to the countershaft, a synchromesh clutch assembly to selectively couple the input shaft with a desired gear pair, and first and second electric machines rotatably carried by the input shaft. The first electric machine can provide a motive force to the final drive shaft and the second electric machine can covert rotary speed of the input shaft into electrical energy. Additionally, the first and second electric machines can provide supplemental torque to the output shaft during periods of reduced torque from the prime mover associated with a change in torque path.

Abstract: A multi-mode hybrid transmission for transmitting power from a prime mover and a stored source of energy to a final drive shaft. The transmission may include an input shaft to receive torque from the prime mover, a countershaft operatively coupled to the final drive shaft, a plurality of gear pairs each defining a torque path from the input shaft to the countershaft, a synchromesh clutch assembly to selectively couple the input shaft with a desired gear pair, and first and second electric machines rotatably carried by the input shaft. The first electric machine can provide a motive force to the final drive shaft and the second electric machine can covert rotary speed of the input shaft into electrical energy. Additionally, the first and second electric machines can provide supplemental torque to the output shaft during periods of reduced torque from the prime mover associated with a change in torque path.

Abstract: A hybrid vehicle system is provided with an internal combustion engine driving one set of wheels and an electric motor connected to the other wheels via an active clutch system. A power take-off unit is provided for selectively providing driving torque from the internal combustion engine to the electric motor to operate the motor in a regenerative operating mode. The active clutch system is selectively engaged and disengaged based upon whether the vehicle is operating in an internal combustion engine operating mode, an electric motor operating mode, a combined electric motor and internal combustion engine operating mode, or a regenerative operating mode.

Abstract: A hybrid vehicle system is provided with an internal combustion engine driving one set of wheels and an electric motor connected to the other wheels via an active clutch system. A power take-off unit is provided for selectively providing driving torque from the internal combustion engine to the electric motor to operate the motor in a regenerative operating mode. The active clutch system is selectively engaged and disengaged based upon whether the vehicle is operating in an internal combustion engine operating mode, an electric motor operating mode, a combined electric motor and internal combustion engine operating mode, or a regenerative operating mode.

Abstract: A hybrid vehicle system is provided with an internal combustion engine driving one set of wheels and an electric motor connected to the other wheels via an active clutch system. A power take-off unit is provided for selectively providing driving torque from the internal combustion engine to the electric motor to operate the motor in a regenerative operating mode. The active clutch system is selectively engaged and disengaged based upon whether the vehicle is operating in an internal combustion engine operating mode, an electric motor operating mode, a combined electric motor and internal combustion engine operating mode, or a regenerative operating mode.

Abstract: A hybrid vehicle system is provided with an internal combustion engine driving one set of wheels and an electric motor connected to the other wheels via an active clutch system. A power take-off unit is provided for selectively providing driving torque from the internal combustion engine to the electric motor to operate the motor in a regenerative operating mode. The active clutch system is selectively engaged and disengaged based upon whether the vehicle is operating in an internal combustion engine operating mode, an electric motor operating mode, a combined electric motor and internal combustion engine operating mode, or a regenerative operating mode.