Abstract: A drive unit includes mounts coupled to an existing structure (e.g., steering rack) in a vehicle. The steering rack may provide mass damping to the drive unit during operation, thus providing NVH performance. The mounts may include an isolator designed to provide isolation for a component from vibration generated by the drive unit. Alternatively, a steering rack housing may carry isolators, and the mounts may couple to the isolators in the steering rack housing. Using an existing structure in the vehicle, the number of components and manufacturing complexity may be reduced.

Abstract: A drive unit includes mounts coupled to an existing structure (e.g., steering rack) in a vehicle. The steering rack may provide mass damping to the drive unit during operation, thus providing NVH performance. The mounts may include an isolator designed to provide isolation for a component from vibration generated by the drive unit. Alternatively, a steering rack housing may carry isolators, and the mounts may couple to the isolators in the steering rack housing. Using an existing structure in the vehicle, the number of components and manufacturing complexity may be reduced.

Abstract: A drive system includes a motor and a gearbox. A three-bearing architecture is used to constrain a rotor shaft of the motor and a gear shaft of the gearbox. A first bearing interfacing with the gear shaft, a second bearing interfacing to the rotor shaft, and a central bearing are arranged between the first and second bearings. The central bearing includes a first race section configured to interface with the gear shaft and a second race section for interfacing to the rotor shaft. The first race section and the second race section are separate from each other and may be axially proximate to each other. The gear shaft includes a first section configured to interface with an inner race of the central bearing, and a second section configured to interface with the rotor shaft. The first and second sections are separate and may include the same pitch circle diameter.

Abstract: Example illustrations are directed to a differential, e.g., a disconnecting differential, and associated methods. A disconnecting differential may include two side gears configured to deliver torque from an output gear or differential casing to respective vehicle wheels when the differential is in a connected state. Each of the side gears may be configured to receive the torque from the output gear while permitting a differential speed between the side gears. The disconnecting differential may also include a disconnect device configured to disconnect the output gear from the two side gears such that the differential is in a disconnected state. The disconnecting differential may also include a position sensor configured to determine a rotational position of the output gear.

Abstract: A dual drive unit may include two motors, two power transfer mechanisms, and two output shafts. The output shafts are co-linear. The dual drive unit may include two single drive units, which may be similar to each other, coupled together at a joint, which may optionally include a clutch. A drive unit may be modular, and various components may be combined to provide power to an output shaft. For example, a drive unit may include a differential at a first interface, which may be removable, and two drive units may be coupled together at the first interface. A drive unit may have a Z configuration, wherein a motor on a first side of a vehicle powers a wheel on an opposite side of the vehicle.

Abstract: A vehicle includes first and second drive units, such as drive units that each include an electric motor and a gear train coupling the electric motor to one or more wheels. A first drive unit may be idled while the second drive unit continues to induce movement of the vehicle. Losses within the first drive unit while idled may be reduced by heating the first drive unit, such as with heat generated by the second drive unit. A cooling system is present and may be used to heat the first drive unit by directing fluid exiting the second drive unit into the first drive unit before entering the cooling system or bypassing the cooling system entirely. Oil circulation within the first drive unit may facilitate heating of the gear train by bypassing a heat exchanger receiving the oil and the fluid.

Abstract: A vehicle powertrain may include a differential assembly having a housing disposed partially in a lubrication reservoir. The differential assembly translates rotational motion of a pinion gear to a pair of axle shafts extending from the housing and permits different rotational speeds of the axle shafts. One or more components of the differential assembly, e.g., one or more side gears, may include a plurality of radial grooves configured to distribute a lubricant from the lubrication reservoir while the first side gear rotates.

Abstract: A pressure equalization structure is provided. The pressure equalization structure includes a vehicle component comprising an internal cavity having a first volume, and a first passageway coupled to the internal cavity, and an equalization structure for equalizing air pressure in the internal cavity with ambient pressure. The equalization structure includes a first end coupled to the first passageway, a second end exposed to the ambient pressure, and a second passageway between the first end and the second end, the second passageway having a second volume. The equalization structure has an installed orientation in which the first end is arranged above the second end.

Abstract: Systems and methods are provided herein for operating an electric vehicle in a vehicle yaw mode. The electric vehicle includes a normal driving mode where the electric vehicle is steered by turning the steerable wheels (e.g., left or right) and vehicle yaw mode where the vehicle controls the torque applied to each wheel. In response to receiving input to initiate vehicle yaw mode and yaw direction, the system determines the inner wheels and the outer wheels and provides forward torque to the outer wheels of the vehicle and backward torque to the inner wheels of the vehicle to rotate the vehicle.

Abstract: Systems and methods are provided herein for operating a vehicle in a vehicle yaw mode. In response to initiating vehicle yaw mode, the system engages an open-loop mode, that provides open-loop forward torque to the outer wheels of the vehicle and open-loop backward torque to the inner wheels of the vehicle until a sufficient number of wheels are slipping. In response to determining that a sufficient number of wheels are slipping, engaging a closed-loop mode. While operating in the closed-loop mode, one or both of the wheel rotation and vehicle yaw rate are monitored to adjust the torques provided to the wheels of the vehicle to control the vehicle yaw rate.

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: 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 drivetrain system includes a housing configured to at least partially contain a liquid lubricant such as oil that flows through a gearset. Within the housing is arranged a plurality of bearings configured to constrain respective trajectories of respective shafts. An inner surface of the housing includes a first region surrounding a motor gear bearing that is actively cooled by a coolant. The inner surface also includes a second region that is distal to the motor gear bearing and that is not actively cooled by the coolant. Cooling pins are arranged in the first region and are configured to provide heat transfer from the liquid lubricant to the coolant. The gear set can include more than one shaft, with at least one gear configured to splash oil onto the cooling pins to transfer heat from the liquid lubricant to a coolant flowing in a motor housing adjacent the first region.

Abstract: A vehicle includes an assembly for providing suspension and steering for a wheel. The assembly includes an inner knuckle and a steering knuckle. The inner knuckle is coupled to an upper control arm at an upper joint and a lower control arm at a lower joint, forming a double wishbone suspension. The upper joint and the lower joint define a first axis. The steering knuckle is coupled to the inner knuckle at a steering joint that forms or otherwise defines a kingpin axis. The steering joint includes a revolute joint, a ball joint, or both. The steering knuckle is configured to be engaged with a tie-rod coupled to a steering mechanism. The kingpin axis is nearer a center of the wheel than the first axis, thus preventing or otherwise limiting torque steer. The upper and lower joints are constrained from significant steering rotation by suitable bushings, anti-steer arms, or both.

Abstract: A drive system includes a motor and a gearbox. A three-bearing architecture is used to constrain a rotor shaft of the motor and a gear shaft of the gearbox. A first bearing interfacing with the gear shaft, a second bearing interfacing to the rotor shaft, and a central bearing are arranged between the first and second bearings. The central bearing includes a first race section configured to interface with the gear shaft and a second race section for interfacing to the rotor shaft. The first race section and the second race section are separate from each other and may be axially proximate to each other. The gear shaft includes a first section configured to interface with an inner race of the central bearing, and a second section configured to interface with the rotor shaft. The first and second sections are separate and may include the same pitch circle diameter.

Abstract: A vehicle powertrain may include a differential assembly having a housing disposed partially in a lubrication reservoir. The differential assembly translates rotational motion of a pinion gear to a pair of axle shafts extending from the housing and permits different rotational speeds of the axle shafts. One or more components of the differential assembly, e.g., one or more side gears, may include a plurality of radial grooves configured to distribute a lubricant from the lubrication reservoir while the first side gear rotates.

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: Systems and methods are provided herein for operating a vehicle in a front dig mode. The front dig mode is engaged in response to determining that speed of the vehicle is below a speed threshold and determining that the amount that at least one of the front wheels of the vehicle is turned exceeds a turn threshold. While operating in the front dig mode, forward torque is provided to the front wheels of the vehicle. Further, resistance is applied to forward rotation of the inner back wheel of the vehicle. Yet further, forward torque is provided to the outer back wheel of the vehicle.

Abstract: An automotive vehicle with a storage compartment has a cabin, a set of rear wheels located behind the cabin, a cargo space, and a closable integrated storage compartment located adjacent to the cabin, rearward of a rear-most seat of the automotive vehicle, and forward of the set of rear wheels. At least a portion of the storage compartment is positioned forward of a forward wall of the cargo space. The storage compartment has at least one sidewall enclosing an interior portion of the storage compartment and extending from a first side panel at a first side of the automotive vehicle toward a second side of the automotive vehicle, a first opening to the storage compartment at the first side of the automotive vehicle, and a first door at the first opening. The first door has a first step member with a horizontal step surface when open.