Abstract: A two-stage actuation mechanism for a brake system includes a first lead screw having a first plurality of threads, a second lead screw having a second plurality of threads, a preloaded torsional spring, and an actuator assembly having an input shaft coupled with the preloaded torsional spring of the two-stage actuation mechanism. The preloaded torsional spring is configured to activate a first stage of movement of the two-stage actuation mechanism via rotation of the first lead screw. The size and pitch of each of the first and second lead screws are configured to minimize power consumption by the actuator assembly and satisfy a desired actuation time with a low current consumption and high actuator gear train ratio.

Abstract: A two-stage actuation mechanism for a brake system includes a first lead screw having a first plurality of threads, a second lead screw having a second plurality of threads, a preloaded torsional spring, and an actuator assembly having an input shaft coupled with the preloaded torsional spring of the two-stage actuation mechanism. The preloaded torsional spring is configured to activate a first stage of movement of the two-stage actuation mechanism via rotation of the first lead screw. The size and pitch of each of the first and second lead screws are configured to minimize power consumption by the actuator assembly and satisfy a desired actuation time with a low current consumption and high actuator gear train ratio.

Abstract: A variable compression ratio (VCR) phaser configured to control a compression ratio of an engine having a crankshaft and a control shaft. The variable compress ratio phaser comprises: i) a control shaft gear configured to mesh with a gear on the control shaft of the engine and to receive torque from the control shaft; ii) a crankshaft gear configured to mesh with a gear on the crankshaft of the engine and to deliver torque to the crankshaft; and iii) a torque conversion mechanism configured to receive torque from the control shaft and to convert the torque to a linear force that changes the compression ratio of the engine.

Abstract: A drive unit includes a first electric machine including a first machine shaft, a second electric machine including a second machine shaft, and a differential interconnecting the first electric machine and the second electric machine. The differential includes a park gear. The drive unit further includes a single park system configured to engage the park gear of the differential to simultaneously stop rotation of both the first electric machine and the second electric machine. The park system includes a single pawl movable between an engaged position and a disengaged position. The pawl is spaced apart from the park gear of the differential in the disengaged position to allow the park gear to rotate. The single pawl is in contact with the park gear of the differential in the engaged position to preclude rotation of the park gear.

Abstract: A variable compression ratio (VCR) phaser configured to control a compression ratio of an engine having a crankshaft and a control shaft. The variable compress ratio phaser comprises: i) a control shaft gear configured to mesh with a gear on the control shaft of the engine and to receive torque from the control shaft; ii) a crankshaft gear configured to mesh with a gear on the crankshaft of the engine and to deliver torque to the crankshaft; and iii) a torque conversion mechanism configured to receive torque from the control shaft and to convert the torque to a linear force that changes the compression ratio of the engine.

Abstract: An engine assembly includes a crankshaft, a control shaft, a drive gear fixed to the crankshaft, a carrier, a first planetary gear set, an actuator, and a second planetary gear set. The first planetary gear set includes a first sun gear fixed to ground, a first ring gear engaged with the drive gear, and a first planet gear rotatably mounted on the carrier and engaged with the first ring gear and the first sun gear. The second planetary gear set includes a second sun gear fixed to the actuator, a second ring gear coupled with the control shaft, and a second planet gear rotatably mounted on the carrier and engaged with the second ring gear and the second sun gear. The actuator is operable to rotate the second sun gear and thereby adjust a ratio of a rotational speed of the crankshaft to a rotational speed of the control shaft.

Abstract: An engine assembly includes a crankshaft, a control shaft, a drive gear fixed to the crankshaft, a carrier, a first planetary gear set, an actuator, and a second planetary gear set. The first planetary gear set includes a first sun gear fixed to ground, a first ring gear engaged with the drive gear, and a first planet gear rotatably mounted on the carrier and engaged with the first ring gear and the first sun gear. The second planetary gear set includes a second sun gear fixed to the actuator, a second ring gear coupled with the control shaft, and a second planet gear rotatably mounted on the carrier and engaged with the second ring gear and the second sun gear. The actuator is operable to rotate the second sun gear and thereby adjust a ratio of a rotational speed of the crankshaft to a rotational speed of the control shaft.

Abstract: An engine assembly including a crankshaft, a bell crank pivotally mounted on the crankshaft, the bell crank having a first end and a second end opposite of the first end, a connecting rod connected to the first end of the bell crank, a control shaft, a control link mounted on the control shaft and connected to the second end of the bell crank, a driven gear fixed to the crankshaft, a drive gear fixed to the control shaft, an actuator, and a split-torque gear box splitting the torque from the driven gear between the drive gear via a first torque path and the actuator via a second torque path.

Abstract: The present disclosure provides a bidirectional controllable overrunning clutch for a powertrain of a motor vehicle, with the powertrain including a gear having ratchet teeth. The clutch includes a pawl movable to a disengaged position, a locked position, and a transition state where the pawl permits the gear to rotate in the forward direction and where rotation of the gear in the reverse direction moves the pawl to the locked position. The clutch further includes a spring for moving the pawl to the disengaged position. The clutch further includes an actuator configured to hold the pawl in the transition state when the gear rotates in the forward direction and the locked position when the gear changes rotation from the forward direction to the reverse direction.

Abstract: A shift by wire parking system includes a park gear including a gear body and a plurality of teeth. The teeth are circumferentially spaced from one another. The park gear defines a plurality of void spaces between each pair of the plurality of teeth. The shift by wire parking system includes a circumferential body sized to fit inside each of the plurality of void spaces to lock a position of the park gear. The circumferential body is movable towards and away from the park gear between an engaged position and a disengaged position. In the disengaged position, the circumferential body is disposed outside each of the plurality of void spaces, thereby allowing the park gear to rotate. In the engaged position, the circumferential body is disposed inside one of the void spaces to lock the position of the park gear.

Abstract: A shift by wire parking system includes a park gear including a gear body and a plurality of teeth. The teeth are circumferentially spaced from one another. The park gear defines a plurality of void spaces between each pair of the plurality of teeth. The shift by wire parking system includes a circumferential body sized to fit inside each of the plurality of void spaces to lock a position of the park gear. The circumferential body is movable towards and away from the park gear between an engaged position and a disengaged position. In the disengaged position, the circumferential body is disposed outside each of the plurality of void spaces, thereby allowing the park gear to rotate. In the engaged position, the circumferential body is disposed inside one of the void spaces to lock the position of the park gear.

Abstract: The present disclosure provides a bidirectional controllable overrunning clutch for a powertrain of a motor vehicle, with the powertrain including a gear having ratchet teeth. The clutch includes a pawl movable to a disengaged position, a locked position, and a transition state where the pawl permits the gear to rotate in the forward direction and where rotation of the gear in the reverse direction moves the pawl to the locked position. The clutch further includes a spring for moving the pawl to the disengaged position. The clutch further includes an actuator configured to hold the pawl in the transition state when the gear rotates in the forward direction and the locked position when the gear changes rotation from the forward direction to the reverse direction.

Abstract: An electric motor includes a housing and a stator mounted to the housing. A rotor is rotatably supported relative to the stator and a drive shaft is connected to the rotor by a torque limiting clutch disposed within the housing. The electric motor with a torque limiting clutch eliminates high torque episodes due to slippery driving conditions. Also, a torque limiting clutch that features a ball-ramp device with two ramp angles performs the function of a two stage torsional vibration damper. An electric motor can have a specific torque signature that can excite certain vibration modes inside the transmission that can create noise, vibration and harshness (NVH) and durability concerns.

Abstract: A parking actuator assembly for an automatic transmission includes a park pawl that is rotatable between an in-park position and an out-of-park position. An actuator assembly is configured to be moved between a park-actuated position and a park-disengaged position, the actuator assembly being configured to rotate the park pawl into the in-park position when the actuator is moved into the park-actuated position. An actuator rod is slidably coupled to the actuator assembly. In some forms, the actuator assembly remains in contact with the park pawl from the park-actuated position to the park-disengaged position. In some forms, at least one latching solenoid is included, and the latching solenoid(s) as well as a park actuator motor may be disposed within a main transmission system. A verification sensor may be included to determine the position.

Abstract: A parking actuator assembly for an automatic transmission includes a park pawl that is rotatable between an in-park position and an out-of-park position. An actuator assembly is configured to be moved between a park-actuated position and a park-disengaged position, the actuator assembly being configured to rotate the park pawl into the in-park position when the actuator is moved into the park-actuated position. An actuator rod is slidably coupled to the actuator assembly. In some forms, the actuator assembly remains in contact with the park pawl from the park-actuated position to the park-disengaged position. In some forms, at least one latching solenoid is included, and the latching solenoid(s) as well as a park actuator motor may be disposed within a main transmission system. A verification sensor may be included to determine the position.

Abstract: An electric motor includes a housing and a stator mounted to the housing. A rotor is rotatably supported relative to the stator and a drive shaft is connected to the rotor by a torque limiting clutch disposed within the housing. The electric motor with a torque limiting clutch eliminates high torque episodes due to slippery driving conditions. Also a torque limiting clutch that features a ball-ramp device with two ramp angles performs the function of a two stage torsional vibration damper. An electric motor can have a specific torque signature that can excite certain vibration modes inside the transmission that can create NVH and durability concerns.

Abstract: A vehicle includes a park actuator motor that is external to a transmission housing in the vehicle, a default to park mechanism that is internal to the transmission housing, and a park inhibit solenoid that is internal to the transmission housing.

Abstract: A clutch system for a transmission having a clutch assembly and a brake assembly. The clutch system includes a clutch assembly and a brake assembly coupled to a planetary gear set, engine and two electric motors to reduce transmission complexity, costs, and efficiency losses. The clutch assembly also includes a wear compensation mechanism and a clutch separator mechanism.

Abstract: A hybrid transmission providing multiple modes of operation in a compact arrangement is provided and includes first and second planetary gear sets and first and second electric machines. An electric machine shaft directly couples the first planetary gear set to the second planetary gear set and the second electric machine to the second planetary gear set. The second electric machine is selectively directly coupled to an output shaft via a first clutch mechanism, and indirectly coupled to the output shaft via the second planetary gear set and a drive shaft, which extends parallel to the electric machine shaft and external to the second electric machine. A second clutch mechanism selectively couples the first electric machine to a carrier of the second planetary gear set and a third clutch mechanism selectively couples a ring gear of the second planetary gear set to a hybrid drive unit housing.

Abstract: A start-up method for a hybrid powertrain in which hydraulic pressure is generated in a casual start-up by an electric oil pump motor where certain predetermined conditions are satisfied and the casual start-up is abandoned and hydraulic pressure is generated by an engine where the predetermined conditions are not satisfied. The casual start-up is also abandoned where a vehicle operator seeks propulsion shortly after start-up and before an oil pump is rotating within a predetermined threshold of an oil pump target RPM.