Abstract: A two-speed gearbox assembly includes a housing, a first planetary gear set configured to operably connect to an output of an electric motor, a second planetary gear set rotationally coupled to an output of the first planetary gear set, and a third gear set rotationally coupled to an output of the second planetary gearset. A first clutch is configured to selectively couple the first planetary gear set to the second planetary gear set, and a second clutch is configured to selectively ground a portion of the second planetary gear set to the housing. The gearbox assembly is selectively switchable between (i) an on-road first gear where the first clutch is engaged and the second clutch is disengaged, and (ii) an off-road second gear where the first clutch is disengaged and the second clutch is engaged to provide sustained high torque and low speed.

Abstract: A permanent magnet motor includes a rotor configured to rotate about a stator axis and having N pairs of permanent bar magnets each arranged therein and in a V-angle configuration defining a V-angle (?) therebetween and corresponding to one of N rotor poles, wherein N is greater than one. An adjustment system is configured to adjust the V-angle between each pair of the N pairs of permanent bar magnets between at least a first V-angle (?1) and a different second V-angle (?2). A controller is configured to control the permanent magnet motor and the adjustment system to (i) mitigate noise, vibration, and/or harshness (NVH) of the permanent magnet motor and (ii) improve efficiency of the permanent magnet motor at high speed operating regions or improve torque of the permanent magnet motor at low speed operating regions.

Abstract: Automated calibration of an automatic transmission design generates upshift scheduling curves in a throttle level/transmission output speed plane based upon laboratory-generated data and user generated drivability data. Downshift scheduling curves and torque converter lock-up and unlock curves are then generated as offsets from breakpoints on corresponding upshift curves, the offsets determined principally from the drivability data.

Abstract: Automated calibration of an automatic transmission design generates upshift scheduling curves in a throttle level/transmission output speed plane based upon laboratory-generated data and user generated drivability data. Downshift scheduling curves and torque converter lock-up and unlock curves are then generated as offsets from breakpoints on corresponding upshift curves, the offsets determined principally from the drivability data.