Abstract: A transfer case for a motor vehicle. An input is rotatable about an axis to receive torque, an output is rotatable about the axis to transmit torque, and a planetary gear set is rotatable about the axis and operatively coupled between the input and the output. A shift sleeve circumscribes and is axially slidably carried along the axis, and a shift sleeve lock is automatically engageable with the shift sleeve responsive to the transfer case exceeding a predetermined rotational speed, to prevent axial movement of the shift sleeve above that speed. A related method is also provided.

Abstract: A product may include a pair of rotating elements. A coupling may be connected between the pair of rotating elements. An actuator may be connected to the coupling and may engage and disengage the pair of rotating elements from each other. A valve may be connected with the actuator and may effect a supply lubrication to the coupling when the pair of rotating elements are engaged through the coupling.

Abstract: A transfer case (26) for translating rotational torque from an engine (22) to first and second differentials (34, 36). A primary shaft (50) is supported in a housing (48) and has an input in communication with the engine (22) and an output in communication with the first differential (34). A secondary shaft (52) is disposed in communication with the second differential (36). A clutch (54) selectively translates torque between the shafts (50, 52) and moves between a first position (54A) wherein torque is translated to the secondary shaft (52), and a second position (54B) wherein torque is interrupted. An actuator (64) with a piston (68) movably supported in a cylinder (66) moves the clutch (54). A lock (70) moves between a locked configuration (70A) engaging the piston (68) to prevent the clutch (54) from moving, and an unlocked configuration (70B) releasing the piston (68) allowing the clutch (54) to move.

Abstract: A powertrain for a vehicle comprising includes an internal combustion engine and a transfer case. The transfer case includes a primary output shaft, an electric motor, and a planetary gear set. The primary output shaft receives engine torque from the internal combustion engine. The electric motor includes a rotor and a stator. The planetary gear set includes a sun gear rotatably fixed to the rotor, a ring gear, planet gears arranged radially between and engaging the sun gear and the ring gear, and a planet carrier coupled to the planet gears and rotatably fixed to the primary output shaft. The ring gear is selectively groundable for selectively transferring torque between the electric motor and the primary output shaft.

Abstract: A number of variations may include a product comprising an electrical machine operatively connected to a driveline module comprising a gear train having a fixed gear ratio, a first planetary gear set having multiple gear ratios operatively connected to the gear train, a second planetary gear set having a fixed gear ratio operatively connected to the first planetary gear set, and a synchronizer operatively connected to the first planetary gear set and which is positioned between the first and second planetary gear set; a differential operatively connected to the second planetary gear set; wherein the electrical machine selectively transmits power to the differential through the gear train, first planetary gear set, synchronizer, and second planetary gear set, and wherein the synchronizer is constructed and arranged to shift the driveline module into a high, low, and a neutral mode through placement of a ring gear of the first planetary gear set.

Abstract: A motor vehicle powertrain (10, 210, 310) having a rear driveline module (RDM) (20) for driving a pair of rear wheels (14a, 14b) and a method of assembly can include a hydraulically actuatable rear axle coupling clutch (28) operable to transmit rotary power between an input pinion shaft (22, 222) and a rear differential case (30, 230) and a hydraulic actuating assembly (16). The powertrain (10, 210, 310) can include a hydraulically actuatable differential control clutch (34) mounted coaxial to the rear axle coupling clutch (28) and a power take-off unit (PTU) (36) having a hydraulically actuatable PTU coupling clutch (42). The differential control clutch (34) can provide for speed differentiation between the rear differential case (30, 230) and a half axle shaft (26a, 26b) drivingly connected to the pair of rear wheels (14a, 14b).

Abstract: A transfer case (30) and a method of assembly in an all-wheel drive vehicle can include a range shifting assembly (60) for shifting between a low-range and high-range drive mode, a normally disengaged clutch assembly (80) for transferring drive torque to a first and second driveline, a clutch actuator (88), and an actuating gear (48). The clutch actuator (88) can be moveable between an expanded position and a contracted position and engageable with the clutch assembly (80) for engaging the clutch assembly (80) when in the expanded position. The actuating gear (48) can be reversibly rotatable through a predetermined angular arc of movement for operating the clutch actuator (88) between the contracted and expanded position for actuating the clutch assembly (80) and for shifting the range shifting assembly (60) between a low-range drive mode and a high-range mode when the clutch assembly (80) is in the disengaged position.

Abstract: A vehicle powertrain hydraulic system (10) includes a clutch (12), a piston (62) disposed in a cylinder (60) to drive a shift selector (14), a pump (82) in fluid communication with a fluid supply (86) to pressurize fluid, and first and second fluid pressure lines (91, 92) from the pump to first and second sides of the piston. A third fluid pressure line (93) may extend to the clutch from the cylinder in a location between the first and second sides of the piston, such that the piston also may be a valve to control fluid flow to the clutch. The pump may be reversible and coupled to an electric motor (80), and a centrifugal regulator (84) may be coupled to the motor and in fluid communication with the first and second pump pressure lines to regulate fluid pressure therein. A related operational method is also disclosed.

Abstract: A drive unit includes a housing, a main shaft, an output shaft, an electric motor, a first planetary gear set, and a second planetary gear set. The main shaft is rotatably disposed in the housing, and with the housing cooperatively defines an axis of rotation. The output shaft is disposed at least in part in the housing and is rotatable about the axis. The electric motor is disposed in the housing and has a rotor centered on and rotatable about the axis. The first planetary gear set is centered on the axis and provides a first speed reduction ratio between the rotor and a second planetary gear set. The second planetary gear set provides a second speed reduction ratio between the first planetary gear set and the output shaft.

Abstract: A passive lubrication system, for a gear drive system of a drive system, for powering an electric vehicle, includes an oil network, an oil sump region, an oil paddle, and an oil diverter. The oil network is defined by and disposed within, at least, a fixed annular region of the gear drive system and a planetary gear system. The oil sump region is configured to provide oil for distribution about the oil network. The oil paddle is operatively coupled with the planetary gear system, configured to rotate with a component of the planetary gear system, and during rotation, configured to course oil, from the oil sump region. The oil diverter is positioned concentric with the oil paddle and radially outward of the oil paddle and configured to receive oil from an oil source, upon rotation of the oil paddle, and direct the received oil to the oil network.

Abstract: A drive system for powering the wheels of an electric vehicle is disclosed. The drive system includes an electric motor having a stator and a rotor, and one or more planetary gear sets operably connected to the electric motor and the wheels. The drive system includes one or more configurations that reduce packaging space, reduce the weight of the drive system, and/or provide cooling functions.

Abstract: A clutch assembly (10) and a method of assembly operable for transferring rotary power between a first shaft (12) and a second shaft (14) through a set of inner clutch plates (16) and a set of outer clutch plates (18) can include at least one of an outer plate separator (28) and an inner plate separator (30). The outer plate separator (28) can be biased radially inward toward the outer clutch plates (18) for axially separating each of the outer clutch plates (18) and moveable radially outward away from the outer clutch plates (18) by centrifugal force when the clutch assembly (10) is rotated above a predetermined rotational speed threshold. The inner plate separator (30) is biased radially outward for axially separating each of the inner clutch plates (16) and moveable radially inward away from the inner clutch plates (16) by axial movement of a hydraulically actuated wedge member (31) when the clutch assembly (10) is engaged.

Abstract: A product may comprise an electric machine, and may include first and second shafts connectable to the electric machine in torque a transferring relationship. A first clutch assembly may selectively connect the electric machine with the first shaft and a second clutch assembly may selectively connect the electric machine with the second shaft. A gear set may be operatively engageable between the electric machine and the first and second clutch assemblies. An engagement coupling may connect the gear set in a high range between the electric machine and the first and second clutch assemblies, and the engagement coupling may connect the gear set in a low range between electric machine and the first and second clutch assemblies.

Abstract: A transfer case comprises a primary output shaft, a secondary output shaft, a clutch, and a plurality of valves. The primary output shaft includes a hub rotationally coupled thereto. The clutch is selectively couples the primary output shaft to the secondary output shaft to transfer torque therebetween. The clutch includes a housing, interleaved plates, and an apply plate. The housing is rotationally coupled to the secondary output shaft. The interleaved plates alternate between a first subset of the interleaved plates rotationally coupled to the hub, and a second subset of the interleaved plates rotationally coupled to the housing. The apply plate compresses the interleaved plates for transferring torque between the hub and the housing. The valves selectively release oil supplied through the primary output shaft into the housing. Each valve includes a bore formed in the hub and a valve rod movable by the apply plate to open the valve.

Abstract: A product comprising: an axle shaft and an input shaft, wherein the axle shaft is coaxial with the input shaft; a clutch operatively connected to the axle shaft and the input shaft constructed and arranged to selectively couple and decouple the input shaft and the axle shaft; an actuator operatively connected to the clutch to drive the clutch; and a synchronizer operatively connected to the clutch to synchronize the coupling of the input shaft and the axle shaft.

Abstract: A rotary coupling (200) for an all-wheel drive vehicle includes a housing (210), an input part (212), an output part (214), and a clutch (220) disposed within a clutch area (222) of the housing (210) and is movable between an engaged position and a disengaged position to change an amount of torque transferred from the input part (212) to the output part (214). A fluid reservoir (260) is defined in the housing (210). A lubrication valve (250) is movable between an open position and a closed position for controlling supply of a fluid from the fluid reservoir (260) to the clutch area (222) of the housing (210). An actuator (238) is connected to the clutch (220) to move the clutch (220) between the engaged position and the disengaged position and connected to the lubrication valve (250) to move the lubrication valve (250) between the open position and the closed position.

Abstract: A transfer case of a motor vehicle drivetrain includes a planetary gear set including a ring gear to receive input torque, and a pinion assembly having pinion gears in mesh with the ring gear and a carrier to carry the pinion gears and transmit output torque. A sun gear is in mesh with the pinion gears, is selectively connectable to the carrier and rotatable therewith in a two-wheel drive mode and in a four-wheel-drive high range mode, and is selectively fixable against rotational motion in a four-wheel drive low range mode.

Abstract: A number of variations may include a product comprising an output shaft having a radial flange comprising a plurality of teeth; a range shifter operatively connected to the output shaft constructed and arranged to selectively shift a vehicle between a low range, high range, and neutral mode; a mode shifter operatively connected to the output shaft constructed and arranged to shift the vehicle between a four-wheel and two-wheel drive mode; a dual drive gear operatively attached to the output shaft between the range shifter and the mode shifter constructed and arranged so that rotation of the dual drive gear drives the range shifter and the mode shifter; and at least one plunger radially displaced around the output shaft which is actuated by the dual drive gear to engage a slot between the plurality of teeth on the output shaft to prevent rotation of the shaft during a range shift.

Abstract: A synchronizer is provided for torsionally connecting a gear to an axially aligned shaft. The synchronizer includes a hub connected with the shaft, a sleeve having an inner diameter with spline teeth for torsional connection with the hub being axially movable upon the hub, a blocking ring torsionally connected on the hub having an angular lost motion relationship with the sleeve, the blocking ring having at least a first annular conical friction surface orientated radially inward and axially toward the hub and a second annular conical friction surface oriented radially inward and axially outward from the hub, the blocking ring having blocking cogs preventing axial movement of the sleeve toward the gear when the gear is in a non-synchronous condition, and an engagement ring for fixed connection with the gear, the engagement ring having a complementary annular conical friction surfaces.

Abstract: An engine variable camshaft timing phaser (10) includes a sprocket (12) and a planetary gear assembly (14). The sprocket (12) receives rotational drive input from an engine crankshaft. The planetary gear assembly (14) includes two or more ring gears (26, 28), multiple planet gears (24), a sun gear (22), and a wrap spring (76). One of the ring gears (26, 28) receives rotational drive input from the sprocket (12) and one of the ring gears (26, 28) transmits rotational drive output to an engine camshaft. The sun gear (22) engages with the planet gears (24). The wrap spring (76) experiences expansion and contraction exertions to permit advancing and retarding engine valve opening and closing, and to prevent advancing and retarding engine valve opening and closing.