Exedy Globalparts Corporation

Ford Global Technolgoies, LLC

Ford Motor Company Limited

Means Industries, Inc.

Kenneth G Walega

Bryant David Grytzelius

Jacob Martin Povirk

Joseph Jay Torres

Brian James Andonian

John A Daubenmier

Ali Merat

Cody Kelly

Joshua D Hand

Bruce J Palansky

Thomas L Greene

Jihong Guo

Todd M Andrzejewski

Lawrence H Buch

Patrick Meloche

Allan S Leonard

Scott Binder

David M Garrett

Spencer J Kane

Robert Clayton Roethler

Eldon L Goates

Gary J Denyer

Spencer Kane

Jeffery Allen Malone

An architecture for coupling an output member from a prime mover to an input member of a device to be driven. The architecture includes a torque transfer device defining an indirect coupling for transferring torque therethrough, a direct drive connection member providing a direct coupling for transferring torque therethrough, and a dynamically controllable clutch that selectively and rotationally drives either the torque transfer device or the direct drive connection member. The torque transfer device is rotatably disconnected from the dynamically controllable clutch and undriven when the dynamically controllable clutch is driving the direct drive connection member.

Selectable torque path torque converter

A compact P2 hybrid module for connecting an internal combustion engine to a transmission of a vehicle. The P2 module includes an input shaft, an electric motor having a stator and a rotor, a torque converter having a front cover and a rear cover. The torque converter further including an impeller and a turbine coupled to one another so as to form a hydrodynamic circuit, and the turbine being further coupled to an output member of the torque converter. The front cover of the torque converter being rotationally fixed with the rotor of the electric motor. An electric connect/disconnect friction clutch assembly having first and second sets of friction plates. The first and second sets of friction plates being rotationally lockable with one another during engagement of the electric connect/disconnect friction clutch assembly. An electro-mechanical controllable clutch assembly having an input member and an output member.

Compact P2 hybrid architecture

A device for power transmission between an output of a drive engine and an input of a transmission. The device includes a torque converter, an electric motor at least partially axially overlapping the torque converter, a damper system having an input adapted to be driven by the output of the drive engine, and a clutch coupled between the damper system and the torque converter and configured to connect and disconnect the damper with the torque converter.

P2 module architecture

An architecture for coupling the output of a prime mover to a rotationally driven device. The architecture includes a selectable switching device, a terminal output member and a torque transfer device having an intermediate output member. The selectable switching device is coupled to the output of the prime mover and is selectively and alternately coupled between first and second states; in the first state with the torque transfer device, whereby the torque transfer device is rotatably driven by the prime mover and the terminal output member is rotatably driven by the intermediate output member of the torque transfer device; and in the second state with the terminal output member, whereby the terminal output member is rotatably driven by the prime mover and the torque transfer device is rotatably disconnected from the prime mover and is not rotatably driven.

Selectable torque path torque converter architecture

A gear reduction unit for coupling the output member of a prime mover to the input member of a device that is to be driven thereby. The gear reduction unit includes an input shaft, an output shaft, a primary gear set arranged between the input shaft and the output shaft, a secondary gear set arranged between the input shaft and the output shaft, and a gear selection device. The gear selection device is configured to selectively and alternately couple the input shaft to the output shaft for driving thereof by one of the primary gear or the secondary gear set.

Three position gear selection unit

A device for power transmission within a hybrid motor vehicle and a method of operating the device. The device is a P2 module and includes a torque converter, an electric motor, a connect/disconnect clutch and a one-way clutch. The torque converter is configured to be coupled to an input member of the transmission. The electric motor includes a rotor that is fixedly connected to the input of the torque converter. The connect/disconnect clutch has an input member configured to be coupled to the output of the engine and has first and second clutch members moveable between a disengaged and engaged positons. The second clutch member is also fixedly connected to the torque converter. The one-way clutch is coupled between the connect/disconnect clutch and the torque converter and has a locked up configuration and an overrunning configuration.

A clutch assembly includes a first clutch having a first translator and a friction pack and a second clutch having first and second coupling members, a locking element, and a second translator. The friction pack includes a first plate fixed to the first coupling member and a second plate fixed to the second coupling member. The first translator of the first clutch is movable to an actuated position in which the plates of the friction pack are engaged with one another thereby causing angular velocities of the first and second coupling members to be synchronized. The second translator of the second clutch is movable to an extended position in which the locking element engages the first and second coupling members with one another thereby causing a power flow path through the first and second coupling members.

Clutch assembly having an electromagnetic friction clutch and a dynamic controllable clutch

A vehicle includes a transmission mechanical park system, an electronic park brake, and at least one controller. The at least one controller is programmed to in response to (i) a speed difference of a measured speed and an expected speed of a downstream component of the vehicle that transmits torque downstream of the transmission mechanical park system exceeding a calibratable threshold and (ii) an ignition state of OFF, apply the electronic park brake to restrain movement of the vehicle.

System and method of automatic application of electronic park brake

A method for controlling a locking differential of a motor vehicle includes locking the differential, if vehicle speed is less than a reference speed, and a wheel speed differential due to wheel slip is greater than a reference speed; and unlocking the differential and preventing its engagement, if vehicle speed is greater than the reference speed, and said wheel speed differential is less than a reference speed.

Control of an electronic locking differential

A method for controlling a locking differential includes determining a temperature-dependent reference voltage at which a coil locks the differentia, determining an electric potential of a battery, using the battery to energize the coil and lock the differential, if the electric potential is equal to or greater than the reference voltage for a current temperature, and maintaining the differential unlocked, if the electric potential is less than the reference voltage.

Voltage control of a locking differential

A method for controlling a locking differential for a vehicle includes using a coil to unlock the differential, if the vehicle stops for a period whose length is equal to or greater than a reference length, and using the coil to lock the differential, if the vehicle is moving or stopped for less than the reference length.

Control of a locking differential

A rotary switch, used to select the operating range of an automatic transmission, controls solenoid-operated valves corresponding to the selected range to open and close a connection between a range valve assembly and a control pressure source. A forward range selection electric circuit includes a forward range high side driver, a solenoid-operated control valve, the rotary switch, a power source, and a current monitor. There is a similar circuit for the reverse range. A forward range valve and reverse range valve respond to control pressure produced by the circuit to open a fluid pressure source to a line that is pressurized to produce forward drive, a second position opens a connection between the fluid pressure source and a line that is pressurized to produce reverse drive and vents those lines to sump.

Operating range selection of an automatic transmission

A sepreable low profile connector for a transmission includes a first elongated receptacle aligned with a central axis. The first receptacle has a flange portion, a first cylindrical portion and a first terminal housing portion. The first cylindrical portion and the first terminal housing portion are sized to be received within the bore, whereas the flange portion is sized larger than the bore. The first cylindrical portion is adjacent the flange and has a diameter smaller than the bore. The first receptacle has longitudinal openings extending through the flange portion, the first cylindrical portion and the first terminal housing portion. Electrically conductive terminals are located within the longitudinal openings in the first terminal housing portion and are juxtaposed to the inner wall of the bore. At least one seal is located on the cylindrical portion adjacent the bore. A second receptacle has a second cylindrical portion, and a second terminal portion. The second cylindrical portion has a diameter smaller than the bore. The second terminal portion has a recess for receiving the first terminal portion. At least one seal is located on the second cylindrical portion adjacent the bore. A second electrical terminal is connected to the second terminal portion electrically connecting with the first terminal.

Separable low profile connector for an automotive transmission

An electronically controlled multiply ratio transmission for an automotive vehicle powertrain having a hydrokinetic torque converter with a bypass clutch, solenoid operated shift valves under the control of an electronic microprocessor that receives signals from an output shaft speed sensor, an engine speed sensor, a driver controlled drive range selector position, an engine throttle position sensor, and other powertrain operating variables, the bypass clutch having a controlled slip characteristic.

Control system for controlling engagement of an automatic transmission

An electrically controlled multiple ratio transmission for an automotive vehicle powertrain having a hydrokinetic torque converter with a bypass clutch, solenoid operated shift valves under the control of an electronic microprocessor that receives signals from an output shaft speed sensor, an engine speed sensor, a driver controlled drive range selector position, an engine throttle position sensor, and other powertrain operating variables, the solenoid shift valves forming a part of a simplified control valve circuit having a minimum number of shift valve elements and simplified circuit pressure modifier elements for effecting optimum pressures in fluid pressure operated servos for the transmission clutches and brakes during ratio changes, the bypass clutch having a controlled slip characteristic.

Growing community of inventors

Allen Park, MI, United States of America

Kenneth G Walega