Abstract: A control system for and a method of controlling a wheel hub clutch for a wheel hub. The control system includes: a stator; a translator having a permanent magnet; and wiring electrically connecting the stator to an electric power source. The stator is selectively powered through controlled electric power carried by the wiring so as to control translation of the translator through interaction between the stator and the permanent magnet of the translator, and the translation of the translator is controlled between an engaged state and a disengaged state. In the engaged state, a plurality of locking members are engaged with a plurality of notches of a selectively rotatable notch plate whereby the plurality of locking members are in a plurality of pockets of a rotatable pocket plate corresponding to the plurality of notches.

Abstract: A vehicle transmission using a gearset. Multi-mode clutches selectively couple components of the gearset. The transmission operates in and shifts between a first forward gear and a second forward gear using a change in input rotation. An electric motor coupled to the input may be used to change the input rotation direction.

Abstract: An actuation mechanism for use with a coupling device. The actuation mechanism includes an assembly having a hub, a latch member, a translating member, and an indexer. The assembly includes a carrier supported on the hub that engages the indexer. The carrier moves axially relative to the hub. A return member biasing the indexer to a non-deployed position, with the translating member acting against the return member to move the indexer to the deployed position.

Abstract: A wheel hub clutch includes: a notch plate; a pocket plate having pockets and plunger passages in communication with the pockets; locking members carried in the pocket plate pockets; and plungers carried in the pocket plate plunger passages and configured to drive the locking members into engagement with the notches in the notch plate. The clutch also may include a translator with a permanent magnet that cooperates with an electromagnet of a stator to translate the translator. The translator may be coupled to the locking members to translate them into and out of engagement with the notch plate. Also disclosed is a wheel end system including the wheel hub clutch, a drivetrain including the wheel end system and wheel hub clutch, and a vehicle including the drivetrain.

Abstract: A wheel hub clutch includes: a notch plate; a pocket plate having pockets and plunger passages in communication with the pockets; locking members carried in the pocket plate pockets; and plungers carried in the pocket plate plunger passages and configured to drive the locking members into engagement with the notches in the notch plate. The clutch also may include a translator with a permanent magnet that cooperates with an electromagnet of a stator to translate the translator. The translator may be coupled to the locking members to translate them into and out of engagement with the notch plate. Also disclosed is a wheel end system including the wheel hub clutch, a drivetrain including the wheel end system and wheel hub clutch, and a vehicle including the drivetrain.

Abstract: A torque transmitting shaft includes a first member and a second member. The first member extends along an axis and has an inner surface extending between a first end and a second end. The inner surface defines a plurality of first engagement elements disposed proximate the first end. The second member extends along the second axis and has a first end portion and an intermediate portion extending from the first end portion. An end of the intermediate portion is fixedly attached to the second end. The first end portion has a first spline portion and each member of the first spline portion is received within corresponding engagement elements of the plurality of first engagement elements.

Abstract: A torque transmitting shaft includes a first member and a second member. The first member extends along an axis and has an inner surface extending between a first end and a second end. The inner surface defines a plurality of first engagement elements disposed proximate the first end. The second member extends along the second axis and has a first end portion and an intermediate portion extending from the first end portion. An end of the intermediate portion is fixedly attached to the second end. The first end portion has a first spline portion and each member of the first spline portion is received within corresponding engagement elements of the plurality of first engagement elements.

Abstract: A coupling assembly includes first and second coupling members, a locking member, and a blocking structure. The locking member may be a strut, a pawl, or the like. The locking member is disposed between the coupling members and is movable between coupling and uncoupling positions. The coupling position is characterized by abutting-engagement of the locking member with each coupling member. The uncoupling position is characterized by non-abutting engagement of the locking member with at least the first coupling member. The blocking structure is associated with at least one of the first coupling member and the locking member. The blocking structure prevents the locking member from entering the coupling position, and thereby prevents abutting engagement of the locking member with the first coupling member, while rotation of the first coupling member in an engagement direction relative to the second coupling member is above a predetermined rotational speed.

Abstract: A vehicle transmission using a gearset. Multi-mode clutches selectively couple components of the gearset. The transmission operates in and shifts between a first forward gear and a second forward gear using a change in input rotation. An electric motor coupled to the input may be used to change the input rotation direction.

Abstract: A coupling and control assembly for use in a motor vehicle such as a hybrid vehicle is provided. The assembly includes a first coupling face of an engine powertrain component or part supported by the powertrain component for rotation therewith about an axis. The first coupling face has a first set of locking formations. The assembly also includes a coupling member supported on a stationary member of the vehicle. The coupling member has a second coupling face in close-spaced opposition with the first coupling face. The assembly further includes an electromechanical actuator to move a locking element across a gap towards the first coupling face to a coupling position in response to the actuator receiving an electrical control signal. The locking element abuttingly engages one of the locking formations to prevent rotation of the powertrain component in a first direction about the axis in the coupling position.

Abstract: A coupling assembly includes first and second coupling members, a locking member, and a blocking structure. The locking member may be a strut, a pawl, or the like. The locking member is disposed between the coupling members and is movable between coupling and uncoupling positions. The coupling position is characterized by abutting-engagement of the locking member with each coupling member. The uncoupling position is characterized by non-abutting engagement of the locking member with at least the first coupling member. The blocking structure is associated with at least one of the first coupling member and the locking member. The blocking structure prevents the locking member from entering the coupling position, and thereby prevents abutting engagement of the locking member with the first coupling member, while rotation of the first coupling member in an engagement direction relative to the second coupling member is above a predetermined rotational speed.

Abstract: A high-speed overrunning coupling and control assembly, coupling assembly and locking member which pivotally moves with substantially reduced friction are provided. At least one pivot projects from a main body portion of the locking member and enables pivotal motion of the locking member. The at least one pivot is sized, shaped and located with respect to the main body portion so that the at least one pivot makes contact with at least one bearing located between a pocket surface of a pocket and an outer surface of the at least one pivot to reduce friction during pivotal motion.

Abstract: A universal or constant velocity joint includes a first rotatable shaft member that extends along a longitudinal axis, a bearing member, and a joining member. The first rotatable shaft member has a free end that defines a shaft face spline. The bearing member includes a bearing hub having a first end, a second end, and a longitudinally extending hub bore. The first end has a hub face spline. The joining member fixes the bearing member to the shaft with the hub face spline and shaft face spline engaged in interlocking engagement.

Abstract: A torque transmitting shaft includes a first member and a second member. The first member extends along an axis and has an inner surface extending between a first end and a second end. The inner surface defines a plurality of first engagement elements disposed proximate the first end. The second member extends along the second axis and has a first end portion and an intermediate portion extending from the first end portion. An end of the intermediate portion is fixedly attached to the second end. The first end portion has a first spline portion and each member of the first spline portion is received within corresponding engagement elements of the plurality of first engagement elements.

Abstract: A torque transmitting shaft includes a first member and a second member. The first member extends along an axis and has an inner surface extending between a first end and a second end. The inner surface defines a plurality of first engagement elements disposed proximate the first end. The second member extends along the second axis and has a first end portion and an intermediate portion extending from the first end portion. The first end portion has a first spline portion and each member of the first spline portion is received within corresponding engagement elements of the plurality of first engagement elements.

Abstract: A high-speed overrunning coupling and control assembly, coupling assembly and locking member which pivotally moves with substantially reduced friction are provided. At least one pivot projects from a main body portion of the locking member and enables pivotal motion of the locking member. The at least one pivot is sized, shaped and located with respect to the main body portion so that the at least one pivot makes contact with at least one bearing located between a pocket surface of a pocket and an outer surface of the at least one pivot to reduce friction during pivotal motion.

Abstract: A coupling and control assembly for use in a motor vehicle such as a hybrid vehicle is provided. The assembly includes a first coupling face of an engine powertrain component or part supported by the powertrain component for rotation therewith about an axis. The first coupling face has a first set of locking formations. The assembly also includes a coupling member supported on a stationary member of the vehicle. The coupling member has a second coupling face in close-spaced opposition with the first coupling face. The assembly further includes an electromechanical actuator to move a locking element across a gap towards the first coupling face to a coupling position in response to the actuator receiving an electrical control signal. The locking element abuttingly engages one of the locking formations to prevent rotation of the powertrain component in a first direction about the axis in the coupling position.

Abstract: A tripot constant velocity joint includes a housing defining a guide channel. A spider member is received within the housing and includes a trunnion having a functional outer surface with a convex profile defined by a first principal radius of curvature and a second principal radius of curvature different from the first principal radius of curvature. A first inner surface of a first ball member engages the functional outer surface of the trunnion. A first outer surface of the first ball member is provided with a non-symmetric piecewise continuous profile that engages the first sidewall.

Abstract: A tripot constant velocity joint includes a housing defining a guide channel. A spider member is received within the housing and includes a trunnion having a functional outer surface with a convex profile defined by a first principal radius of curvature and a second principal radius of curvature different from the first principal radius of curvature. A first inner surface of a first ball member engages the functional outer surface of the trunnion. A first outer surface of the first ball member is provided with a non-symmetric piecewise continuous profile that engages the first sidewall.

Abstract: A universal or constant velocity joint includes a first rotatable shaft member that extends along a longitudinal axis, a bearing member, and a joining member. The first rotatable shaft member has a free end that defines a shaft face spline. The bearing member includes a bearing hub having a first end, a second end, and a longitudinally extending hub bore. The first end has a hub face spline. The joining member fixes the bearing member to the shaft with the hub face spline and shaft face spline engaged in interlocking engagement.