Magna Powertrain Usa, Inc.

Gm Global Technolgoy Operations, Inc.

Chrysler Group LLC

Magna Powertrain Inc

Fca US LLC

Magnadrivetrain of America, Inc.

Dumitru Puiu

Goro Tamai

Scott A Miller

Malcolm E Kirkwood

Dale E Martin

Justin E Ketterer

Ryan M Heinbuch

Rodney E Baker

Zhenxing Fu

Gurdeep Singh

Laszlo Hideg

Xiaodong Liu

James M Hart

Alan G Holmes

Thomas Christopher Bowen

Vijay A Neelakantan

Sankar K Mohan

Timothy M Burns

Patrick S Portell

James S Brissenden

Eric A Bansbach

Arthur L McGrew, Jr

Orson S Wang

Khorshed Mohammed Alam

Chi Teck Lee

Carl David Schleuder

Michael L Duhaime

Mazharul Chowdhury

Ryan M Jenness

Travis J Miller

Venu G Ganti

Matthew James Laskaska

Muhammad A Zahid

Brenten Paul Corliss

Binu Jose Kochucheruvil

Jun Ma

Richard Ondrejko

Luiz Lopes Lima

A power transfer system for a separately excited machine includes a positive slipring and a negative slipring. One or more positive brushes and one or more negative brushes. A rotor winding attached to rotor laminations and a stator winding attached to stator laminations, such that the stator winding is outside of the rotor winding. The power transfer system may have a hollow shaft. The power transfer system may also have the negative brush and the negative slipring being exterior to the hollow shaft, and one or more position sensors. A shaft ingress separator may be within the hollow shaft and may act as a barrier between wet areas and dry areas. The power transfer system may also include a positive wire and a negative wire, which may be reversed.

Shaft embedded brush power transfer for separately excited machine power

Locking differential systems, vehicles and methods are provided. An electric vehicle includes an electric motor including a stator and a rotor, wherein the rotor is configured to rotate about a rotor axis; a rotor shaft connected to the rotor for rotation about the rotor axis; a differential located within the rotor shaft; a first input shaft connected to first side of the differential; a second input shaft connected to second side of the differential; a locking system configured to selectively lock rotation of the first input shaft to rotation of the rotor shaft; a control system configured to determine when to lock rotation of the first input shaft to rotation of the rotor shaft; and an actuation system configured to operate the locking system to lock rotation of the first input shaft to rotation of the rotor shaft.

Locking differentials in rotor shafts

A two-stage actuation mechanism for a brake system includes a first lead screw having a first plurality of threads, a second lead screw having a second plurality of threads, a preloaded torsional spring, and an actuator assembly having an input shaft coupled with the preloaded torsional spring of the two-stage actuation mechanism. The preloaded torsional spring is configured to activate a first stage of movement of the two-stage actuation mechanism via rotation of the first lead screw. The size and pitch of each of the first and second lead screws are configured to minimize power consumption by the actuator assembly and satisfy a desired actuation time with a low current consumption and high actuator gear train ratio.

System for electronic parking brake actuation

A variable compression ratio (VCR) phaser configured to control a compression ratio of an engine having a crankshaft and a control shaft. The variable compress ratio phaser comprises: i) a control shaft gear configured to mesh with a gear on the control shaft of the engine and to receive torque from the control shaft; ii) a crankshaft gear configured to mesh with a gear on the crankshaft of the engine and to deliver torque to the crankshaft; and iii) a torque conversion mechanism configured to receive torque from the control shaft and to convert the torque to a linear force that changes the compression ratio of the engine.

Torque-actuated variable compression ratio phaser

A drive unit includes a first electric machine including a first machine shaft, a second electric machine including a second machine shaft, and a differential interconnecting the first electric machine and the second electric machine. The differential includes a park gear. The drive unit further includes a single park system configured to engage the park gear of the differential to simultaneously stop rotation of both the first electric machine and the second electric machine. The park system includes a single pawl movable between an engaged position and a disengaged position. The pawl is spaced apart from the park gear of the differential in the disengaged position to allow the park gear to rotate. The single pawl is in contact with the park gear of the differential in the engaged position to preclude rotation of the park gear.

Park system for dual motor drive unit

An engine assembly includes a crankshaft, a control shaft, a drive gear fixed to the crankshaft, a carrier, a first planetary gear set, an actuator, and a second planetary gear set. The first planetary gear set includes a first sun gear fixed to ground, a first ring gear engaged with the drive gear, and a first planet gear rotatably mounted on the carrier and engaged with the first ring gear and the first sun gear. The second planetary gear set includes a second sun gear fixed to the actuator, a second ring gear coupled with the control shaft, and a second planet gear rotatably mounted on the carrier and engaged with the second ring gear and the second sun gear. The actuator is operable to rotate the second sun gear and thereby adjust a ratio of a rotational speed of the crankshaft to a rotational speed of the control shaft.

Engine assembly including gearbox for varying compression ratio of engine assembly using stationary actuator

An engine assembly including a crankshaft, a bell crank pivotally mounted on the crankshaft, the bell crank having a first end and a second end opposite of the first end, a connecting rod connected to the first end of the bell crank, a control shaft, a control link mounted on the control shaft and connected to the second end of the bell crank, a driven gear fixed to the crankshaft, a drive gear fixed to the control shaft, an actuator, and a split-torque gear box splitting the torque from the driven gear between the drive gear via a first torque path and the actuator via a second torque path.

Engine assembly including a force splitter for varying compression ratio using an actuator

The present disclosure provides a bidirectional controllable overrunning clutch for a powertrain of a motor vehicle, with the powertrain including a gear having ratchet teeth. The clutch includes a pawl movable to a disengaged position, a locked position, and a transition state where the pawl permits the gear to rotate in the forward direction and where rotation of the gear in the reverse direction moves the pawl to the locked position. The clutch further includes a spring for moving the pawl to the disengaged position. The clutch further includes an actuator configured to hold the pawl in the transition state when the gear rotates in the forward direction and the locked position when the gear changes rotation from the forward direction to the reverse direction.

Bidirectional overrunning clutch for a motor vehicle

A shift by wire parking system includes a park gear including a gear body and a plurality of teeth. The teeth are circumferentially spaced from one another. The park gear defines a plurality of void spaces between each pair of the plurality of teeth. The shift by wire parking system includes a circumferential body sized to fit inside each of the plurality of void spaces to lock a position of the park gear. The circumferential body is movable towards and away from the park gear between an engaged position and a disengaged position. In the disengaged position, the circumferential body is disposed outside each of the plurality of void spaces, thereby allowing the park gear to rotate. In the engaged position, the circumferential body is disposed inside one of the void spaces to lock the position of the park gear.

Roller-gear shift by wire parking system

An electric motor includes a housing and a stator mounted to the housing. A rotor is rotatably supported relative to the stator and a drive shaft is connected to the rotor by a torque limiting clutch disposed within the housing. The electric motor with a torque limiting clutch eliminates high torque episodes due to slippery driving conditions. Also, a torque limiting clutch that features a ball-ramp device with two ramp angles performs the function of a two stage torsional vibration damper. An electric motor can have a specific torque signature that can excite certain vibration modes inside the transmission that can create noise, vibration and harshness (NVH) and durability concerns.

Electric motor torque limiting clutch

A parking actuator assembly for an automatic transmission includes a park pawl that is rotatable between an in-park position and an out-of-park position. An actuator assembly is configured to be moved between a park-actuated position and a park-disengaged position, the actuator assembly being configured to rotate the park pawl into the in-park position when the actuator is moved into the park-actuated position. An actuator rod is slidably coupled to the actuator assembly. In some forms, the actuator assembly remains in contact with the park pawl from the park-actuated position to the park-disengaged position. In some forms, at least one latching solenoid is included, and the latching solenoid(s) as well as a park actuator motor may be disposed within a main transmission system. A verification sensor may be included to determine the position.

Shift by wire parking system

A clutch system for a transmission having a clutch assembly and a brake assembly. The clutch system includes a clutch assembly and a brake assembly coupled to a planetary gear set, engine and two electric motors to reduce transmission complexity, costs, and efficiency losses. The clutch assembly also includes a wear compensation mechanism and a clutch separator mechanism.

Clutch system for a transmission

A hybrid transmission providing multiple modes of operation in a compact arrangement is provided and includes first and second planetary gear sets and first and second electric machines. An electric machine shaft directly couples the first planetary gear set to the second planetary gear set and the second electric machine to the second planetary gear set. The second electric machine is selectively directly coupled to an output shaft via a first clutch mechanism, and indirectly coupled to the output shaft via the second planetary gear set and a drive shaft, which extends parallel to the electric machine shaft and external to the second electric machine. A second clutch mechanism selectively couples the first electric machine to a carrier of the second planetary gear set and a third clutch mechanism selectively couples a ring gear of the second planetary gear set to a hybrid drive unit housing.

Multi-mode hybrid variable drive unit

A start-up method for a hybrid powertrain in which hydraulic pressure is generated in a casual start-up by an electric oil pump motor where certain predetermined conditions are satisfied and the casual start-up is abandoned and hydraulic pressure is generated by an engine where the predetermined conditions are not satisfied. The casual start-up is also abandoned where a vehicle operator seeks propulsion shortly after start-up and before an oil pump is rotating within a predetermined threshold of an oil pump target RPM.

Start-up strategy for hybrid powertrain

An electrically variable transmission includes an input member, first and second motor-generators and a gear reduction arrangement including at least a first gear coupled to at least one second gear. A first planetary gear set can include a first sun gear, a first ring gear and a first carrier rotatably supporting a plurality of pinion gears in meshing engagement with the first sun gear and ring gear. The first carrier can be non-rotatably coupled to the input member and the first ring gear can be non-rotatably coupled to the at least one second gear. The sun gear can be non-rotatably coupled to the first motor-generator and the first gear can be non-rotatably coupled to the second motor-generator. The torque transmitting device can be configured to selectively fix rotation of the input member in at least one of a first rotational direction and a second opposite rotational direction.

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Sterling Heights, MI, United States of America

Dumitru Puiu