Abstract: A transmission system includes a transmission housing and a countershaft having no less than two gears, with the gears defining a plurality of gear ratios. The transmission system also includes a module housing, a first output shaft rotatably coupled to the countershaft, and a second output shaft rotatably coupled to the countershaft. The transmission system further includes a first clutch configured to selectively rotatably couple the first output shaft to the countershaft. The transmission system also includes a second clutch configured to selectively rotatably couple the second output shaft to the countershaft. The transmission system further includes an electric machine configured to deliver rotational power to at least one of the first and second output shafts to deliver rotational power to the countershaft. The countershaft is rotatably coupled to either of the first and second output shafts for all of the gear ratios.

Abstract: A transmission system includes an input shaft, a transmission housing, and a planetary gear system rotatably coupled to the input shaft. The planetary gear system has a first and second gear ratio. The transmission system additionally includes an output shaft, a first electric machine, a second electric machine, and a shifting assembly. The shifting assembly includes a first stationary clutch element and a second stationary clutch element. The first electric machine is configured to apply rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratios, and the second electric machine is configured to provide rotational torque to the output shaft when the first electric machine applies rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratio.

Abstract: A transmission system includes an input shaft, a transmission housing, and a planetary gear system rotatably coupled to the input shaft. The planetary gear system has a first and second gear ratio. The transmission system additionally includes an output shaft, a first electric machine, a second electric machine, and a shifting assembly. The shifting assembly includes a first stationary clutch element and a second stationary clutch element. The first electric machine is configured to apply rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratios, and the second electric machine is configured to provide rotational torque to the output shaft when the first electric machine applies rotational torque to the planetary gear system to synchronize rotational speed of the planetary gear system when moving between the first and second gear ratio.

Abstract: An electric drive module that includes a housing, a pair of drive units and a coupling unit. The drive units are disposed in the housing and each drive unit includes a motor unit and a friction brake. The motor unit has a stator, which is non-rotatably coupled to the housing, and a rotor that is rotatable about a motor axis and configured to drive a wheel of a vehicle. The friction brake has a first portion, which is non-rotatably coupled to the housing, and a second portion that is drivingly coupled to the rotor. The friction brake can be operated to create a rotational drag force that resists rotation of the second portion relative to the first portion. The coupling unit is configured to selectively rotatably couple the second portions of the friction brakes to one another.

Abstract: An axle assembly for use in a vehicle includes an axle housing extending along an axle axis. The vehicle includes a first wheel and a second wheel spaced from the first wheel, and a chassis extending along a chassis axis. The axle housing is configured to pivot with respect to the chassis about a pivot axis. The pivot axis is configured to be obliquely oriented with respect to the chassis axis such that the axle housing is configured to be a tilted axle housing. The axle assembly also includes an electric motor coupled to the axle housing and configured to be rotatably coupled to at least one of the first and second wheels. The electric motor is disposed in the axle cavity such that the electric motor is surrounded by the axle housing.

Abstract: An axle assembly for use in a vehicle includes an axle housing extending along an axle axis. The vehicle includes a first wheel and a second wheel spaced from the first wheel, and a chassis extending along a chassis axis. The axle housing is configured to pivot with respect to the chassis about a pivot axis. The pivot axis is configured to be obliquely oriented with respect to the chassis axis such that the axle housing is configured to be a tilted axle housing. The axle assembly also includes an electric motor coupled to the axle housing and configured to be rotatably coupled to at least one of the first and second wheels. The electric motor is disposed in the axle cavity such that the electric motor is surrounded by the axle housing.

Abstract: An electronically operated autonomous manual transmission clutch system and a second electronically operated vehicle system, such as a belted alternator starter system (BAS), in which the ECU and micro controller of the second electronic system are utilized for both systems.

Abstract: A multi-mode clutch module includes first and second races, and a plurality of race engagement mechanisms situated between the races. The module incorporates an actuator sleeve having an axially acting actuator cam finger. The cam finger is configured with variable radial thicknesses to provide a plurality of predetermined fixed positions for contacting the race engagement mechanisms to cause the engagement mechanisms to selectively interact with the races. The actuator sleeve is thus adapted to control axial movement of the actuator cam finger between at least two axially spaced positions in one embodiment. In other embodiments within the scope of this disclosure, the actuator cam finger may be adapted to move axially among any number of predetermined positions to operatively permit or prevent transmittal of torque between the first and second races, irrespective of the relative rotational direction of the races.

Abstract: An electronically operated autonomous manual transmission clutch system and a second electronically operated vehicle system, such as a belted alternator starter system (BAS), in which the ECU and micro controller of the second electronic system are utilized for both systems.

Abstract: A multi-mode clutch module includes first and second races, and a plurality of race engagement mechanisms situated between the races. The module incorporates an actuator sleeve having an axially acting actuator cam finger. The cam finger is configured with variable radial thicknesses to provide a plurality of predetermined fixed positions for contacting the race engagement mechanisms to cause the engagement mechanisms to selectively interact with the races. The actuator sleeve is thus adapted to control axial movement of the actuator cam finger between at least two axially spaced positions in one embodiment. In other embodiments within the scope of this disclosure, the actuator cam finger may be adapted to move axially among any number of predetermined positions to operatively permit or prevent transmittal of torque between the first and second races, irrespective of the relative rotational direction of the races.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first, second and third differential gear sets, a battery, two electric machines serving interchangeably as motors or generators and five or six selectable torque-transfer devices. The selectable torque transfer devices are engaged to provide an EVT with a continuously variable range of speeds (including reverse), four or more mechanically fixed forward speed ratios and at least one mechanical reverse speed ratio. The torque transfer devices and the first and second motor/generators are operable to provide six operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, fixed forward mode and mechanical reverse mode.

Abstract: A method is provided for controlling a hybrid vehicle powertrain, including recording a starting and ending point of a desired route, determining an optimally fuel efficient route, and executing a powertrain control strategy based on the route. Real-time traffic data and topographical data are continuously evaluated, and the route and powertrain control strategy are updated based on the data. A hybrid vehicle is also provided having an engine, a motor/generator, a battery, and a navigation system for receiving a route starting point and ending point. A powertrain control module (PCM) detects the battery charge and determines a powertrain strategy along an optimally fuel efficient route based on the detected charge level when the points are selected, and sustains the charge level in the absence of user-selected route points. Sensors receive real-time traffic data, and the navigation system includes topographical data for determining the optimally fuel efficient route.

Abstract: A transmission is provided that utilizes a unique packaging scheme for torque-transmitting mechanisms and gear drive members in order to minimize the overall axial length of the transmission. Specifically, the transmission may include a clutch housing that is connected for common rotation with a transmission input member. A rotatable hub member may be connected for common rotation with both the clutch housing and a gear member, thereby connecting the gear member for common rotation with the input member. Preferably, the rotatable hub member is connected to the clutch housing by the reaction plates that extend from the clutch housing. First and second torque-transmitting mechanisms may be packaged within the clutch housing.

Abstract: An easily packaged torque monitoring system accurately captures driveline torque data for use by engine, transmission or other vehicle controllers. The torque monitoring system utilizes a structural member to hydraulically connect a driving member with a driven member. A pressure-sensing device is operatively connected with a fluid chamber in the structural member through which the driving member drives the driven member. The pressure-sensing device senses a pressure level within the chamber. The amount of torque transmitted from the driving member to the driven member is directly linearly related to the sensed pressure. In one embodiment, the pressure-sensing device is a surface acoustic wave sensor in contact with the hydraulic fluid that wirelessly relays a sensor signal (i.e., a signal with a value corresponding with sensed pressure and thus with torque) to a controller.

Abstract: The electrically variable transmission family of the present invention provides low-content, low-cost electrically variable transmission mechanisms including first, second and third differential gear sets, a battery, two electric machines serving interchangeably as motors or generators, and two or more selectable torque-transfer devices. The selectable torque transfer devices are engaged to provide an EVT with a continuously variable range of speeds (including reverse). The torque transfer devices and the first and second motor/generators are operable to provide five operating modes in the electrically variable transmission, including battery reverse mode, EVT reverse mode, reverse and forward launch modes, continuously variable transmission range mode, and fixed ratio mode in some embodiments.

Abstract: The present invention provides a method for controlling a selectable one-way clutch, or SOWC, such that engine braking is enabled. Additionally, the method of the present invention is adapted to provide engine braking using the SOWC such that a separate clutch is not required. The method is initiated by identifying a downshift command. After the downshift command has been identified, the off-going clutch associated with the current speed ratio is released. Engine speed is preferably increased to bring the relative speed across a selectable one-way clutch to approximately zero. Thereafter, the selectable one-way clutch is engaged such that is capable of holding torque in both directions. As the selectable one-way clutch can hold torque in both directions, torque is transmittable from the transmission to the engine and engine braking is thereby enabled.

Abstract: The present invention relates to a manifold for a vehicle transmission. The manifold defines a plurality of laterally extending channels suitable for simultaneously transferring oil at separate flow rates and pressure signals and may be subdivided to provide a plurality of like defined manifolds. The manifold, formed through an extrusion process, is fittable within or around a transmission shaft.

Abstract: A radially stacked dual dry clutch apparatus for a dual clutch transmission is provided. The apparatus includes a housing, an outer clutch mounted to the housing, and an inner clutch mounted to the housing. The outer clutch includes a first plurality of engageable clutch plates, and a hub attached to one of the first plurality of clutch plates. The hub preferably defines a plurality of access ports. The inner clutch includes a second plurality of engageable clutch plates. The inner clutch also includes an apply member configured to selectively actuate the second plurality of clutch plates. At least a portion of the apply member is adapted to pass through the access ports of the hub.

Abstract: A power transmission, for a vehicle, provides seven forward speeds and a reverse speed. The transmission has three planetary gearsets and has one sun gear member, which is held stationary for six of forward speeds and the reverse speed. The sun gear member is connected through a shaft to a torque-transmitting mechanism, which is disposed forward of an oil distribution snout and rearward of the vehicle engine engine.

Abstract: A clutch assembly for a transmission having a pressurized fluid source includes selectively engageable clutch plates including an apply plate. A piston is movable between an apply position and a release position to respectively engage or release the clutch plates. An apply plate cover cooperates with the apply plate to at least partially form an annular cavity that is sealed to contain pressurized fluid provided by the pressurized fluid source when the piston is moved to the apply position, thereby allowing pressurized fluid flow radially inward across the engaged clutch plates. The annular cavity is opened to allow fluid to empty therefrom when the piston is moved to the released position, thereby allowing centrifugally pumped fluid to flow radially outward across the released clutch plates. A method of reversing cooling fluid flow across clutch plates is also provided.