Hybrid Powertrain Coolant Flow Management System

Abstract

The present disclosure relates to a hybrid powertrain coolant flow management system. A powertrain assembly is provided that includes a housing, an electric motor, and a baffle. The housing may include a first drain passage and a second drain passage. The electric motor may be disposed in the housing adjacent to the first drain passage, the second drain passage, and a torque converter. The baffle may be disposed within the housing on an inner surface of the housing and may define openings to the first drain passage and the second drain passage. The baffle may include a baffle flange that is sized to position the baffle flange adjacent to the torque converter to minimize contact of oil within the housing with the torque converter. The housing may define a first partition wall and a second partition wall, each of which extends partially over one of the first drain passage and the second drain passage. The baffle may also include a first sealing feature and a second sealing feature, each of which is disposed at one of the two ends of the baffle.

Description

Technical Field

[0001] The present disclosure relates to a coolant flow management system for a vehicle hybrid powertrain. Background Art

[0002] Vehicle torque converters typically operate in a dry environment. Hybrid transmission torque converters typically operate in a wet environment. Packaging constraints between the torque converter and the transmission may limit cooling oil drainage. For example, oil may accumulate around the electric motor and torque converter. Such oil accumulation may cause spin losses in the torque converter. Summary of the invention

[0003] A transmission assembly includes a housing, an electric motor, and a baffle. The housing includes a first exhaust passage and a second exhaust passage. The electric motor is disposed in the housing adjacent to the first exhaust passage, the second exhaust passage, and a torque converter. The baffle is disposed in the housing on an inner surface of the housing, defines openings to the first exhaust passage and the second exhaust passage, and includes a baffle flange, the size of the baffle flange being designed to position the baffle flange adjacent to the torque converter to minimize contact of oil in the housing with the torque converter. The housing may define a first partition wall and a second partition wall, each of which extends partially over one of the first exhaust passage and the second exhaust passage. The baffle may also include a first sealing feature and a second sealing feature, each of which is disposed at one of the two ends of the baffle. Each of the first sealing feature and the second sealing feature may be fixed to the inner surface of the housing to prevent oil from accumulating between the baffle and the inner surface of the housing. The housing may also include a first groove portion and a second groove portion. The baffle may define a third groove and a fourth groove, the opening being disposed between the third groove and the fourth groove, and the size of each of the third groove and the fourth groove being designed so that each groove is placed within one of the first groove and the second groove. The grooves may be arranged relative to each other to orient the opening so as to facilitate fluid communication between the housing cavity and the first discharge passage and the second discharge passage. The baffle may also include a first cover and a second cover, each cover being sized so that each cover is fixed to an end of one of the first discharge passage and the second discharge passage. The baffle may also include a baffle wing extending from the baffle flange at an angle based on the shape of the torque converter to affect the flow of oil toward the opening and away from the torque converter. The transmission assembly may also include a housing vent leading to a cavity defined by the housing to assist in maintaining the pressure condition of the cavity within a predetermined threshold.

[0004] A hybrid vehicle transmission assembly includes a housing and a baffle. The housing is used to accommodate a torque converter and an adjacent motor. The housing defines an inner surface having a first partition wall and a second partition wall, each of which partially extends over one of two oil discharge passages. The baffle is disposed on the inner surface below the motor and includes a discharge opening leading to each of the two oil discharge passages. The baffle is arranged with the torque converter to guide oil introduced into the housing to the two oil discharge passages via the openings. The baffle may also include a first seal and a second seal, each of which is disposed at one of the two ends of the baffle. The first seal and the second seal are sized to secure the first seal and the second seal to the inner surface to prevent oil from accumulating between the baffle and the inner surface. The housing may define a generally circular profile. The first seal and the second seal may be radially spaced apart from each other by approximately 180 degrees relative to the profile. An oil distributor may be mounted to the housing for delivering oil into the housing. The baffle may also include a baffle flange extending from the baffle body at approximately ninety degrees and a baffle wing extending from the baffle flange. The baffle flange and the baffle wing may be oriented relative to the torque converter to prevent oil within the housing from contacting the torque converter. The baffle may be further arranged with the torque converter such that the baffle flange and the baffle wing are positioned adjacent to the torque converter to influence the oil to travel toward the drain opening. A housing vent may be positioned adjacent to the oil distributor and open to a cavity defined by an inner surface of the housing to assist in maintaining a pressure condition of the cavity within a predetermined threshold.

[0005] A hybrid vehicle transmission assembly includes a housing and a baffle. The housing includes a first drain passage and a second drain passage, the first drain passage and the second drain passage extending below a mounting location for an electric motor and a torque converter. The baffle is disposed at the mounting location, defines openings to the first drain passage and the second drain passage, and includes a first seal, the first seal being positioned at one of two opposing ends of the baffle for fixing to an inner surface of the housing to prevent oil from accumulating between the baffle and the inner surface of the housing. The housing may also include a first groove and a second groove. The baffle defines a third groove and a fourth groove, the opening being disposed between the third groove and the fourth groove, and each of the third groove and the fourth groove may be sized to allow each groove to be placed within one of the first groove and the second groove. The grooves may be arranged relative to each other to orient the openings so as to facilitate fluid communication between a housing cavity and the first drain passage and the second drain passage. One of the first groove and the second groove may be arranged with the first seal to prevent oil from accumulating between them on the inner surface of the housing. The oil distributor may open into the cavity and be adjacent to the housing vent. The baffle may also include a second seal. Each of the first seal and the second seal may be positioned at one of two opposing baffle ends. The housing may define a generally circular profile. Each of the first seal and the second seal may be radially spaced apart from each other by approximately 180 degrees relative to the generally circular profile. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 is a schematic diagram illustrating an example of a vehicle.

[0007] Figure 2 is a perspective view of an example of a portion of a transmission assembly for a vehicle.

[0008] Figure 3 yes Figure 2 A perspective view of a transmission assembly of FIG. 1 is shown, illustrating an example of oil distribution in operation.

[0009] Figure 4 is a perspective view of an example of a portion of a transmission housing of a transmission assembly.

[0010] Figure 5 yes Figure 4 Another perspective view of a portion of the transmission housing.

[0011] Figure 6 yes Figure 4 A perspective view of a portion of a transmission housing showing an example of a baffle component.

[0012] Figure 7yes Figure 6 A perspective view of a baffle assembly.

[0013] Figure 8 yes Figure 6 Another perspective view of the baffle assembly.

[0014] Fig. 9 yes Figure 2 A front elevation view in cross-section of a portion of a transmission assembly.

[0015] Fig.10 Yes Figure 4 A perspective view of an example of a transmission assembly of a transmission housing showing an example of oil distribution in operation.

[0016] Fig.11 Is due to Figure 2 and Figure 3 The rotational loss caused by oil accumulation in the transmission assembly is related to Figures 4 to 10 A graph comparing the spin loss caused by oil accumulation within the transmission assembly. DETAILED DESCRIPTION

[0017] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are only examples, and other embodiments may take various alternative forms. The drawings need not be drawn to scale; some features may be exaggerated or minimized to show the details of specific components. Therefore, the specific structural and functional details disclosed herein should not be interpreted as limiting, but only as a representative basis for teaching those skilled in the art to utilize the embodiments in various forms. As will be understood by those of ordinary skill in the art, the various features shown and described with reference to any of the drawings may be combined with the features shown in one or more other drawings to produce embodiments that are not explicitly shown or described. The combination of features shown provides representative embodiments for typical applications. However, various combinations and variations of features consistent with the teachings of the present disclosure may be desired for specific applications or implementations.

[0018] Figure 1 1 is a schematic diagram illustrating an example of a hybrid electric vehicle (HEV) referred to as vehicle 10 . Figure 1 Representative relationships between components are shown. The physical layout and orientation of components within the vehicle may vary. Vehicle 10 includes a powertrain 12. Powertrain 12 includes an engine 14 that drives a transmission 16, which may be referred to as a hybrid transmission. As will be described in further detail below, transmission 16 includes an electric machine (such as an electric motor / generator (M / G)) 18, an associated traction battery 20, a torque converter 22, and a multi-ratio automatic transmission or gearbox 24.

[0019] Both the engine 14 and the M / G 18 are drive sources for the vehicle 10. The engine 14 generally represents a power source that may include an internal combustion engine (such as a gasoline, diesel, or natural gas powered engine) or a fuel cell. When the disconnect clutch 26 between the engine 14 and the M / G 18 is at least partially engaged, the engine 14 generates engine power and corresponding engine torque that is supplied to the M / G 18. The M / G 18 may be implemented by any of a variety of types of motors. For example, the M / G 18 may be a permanent magnet synchronous motor. As will be described below, the power electronics regulate the direct current (DC) power provided by the traction battery 20 to meet the requirements of the M / G 18. For example, the power electronics may provide three-phase alternating current (AC) to the M / G 18.

[0020] When the disconnect clutch 26 is at least partially engaged, it is possible for power to flow from the engine 14 to the M / G 18 or from the M / G 18 to the engine 14. For example, the disconnect clutch 26 can be engaged and the M / G 18 can operate as a generator to convert rotational energy provided by the crankshaft 28 and the M / G shaft 30 into electrical energy stored in the traction battery 20. The disconnect clutch 26 can also be disengaged to isolate the engine 14 from the rest of the powertrain 12 so that the M / G 18 can be used as the sole drive source for the vehicle 10. The shaft 30 extends through the M / G 18. The M / G 18 is continuously drivably connected to the shaft 30, while the engine 14 is drivably connected to the shaft 30 only when the disconnect clutch 26 is at least partially engaged.

[0021] The M / G 18 is connected to the torque converter 22 via the shaft 30. Thus, when the disconnect clutch 26 is at least partially engaged, the torque converter 22 is connected to the engine 14. The torque converter 22 includes an impeller fixed to the M / G shaft 30 and a turbine fixed to the transmission input shaft 32. Thus, the torque converter 22 provides a fluid coupling between the shaft 30 and the transmission input shaft 32. When the impeller rotates faster than the turbine, the torque converter 22 transfers power from the impeller to the turbine. The magnitude of the turbine torque and the impeller torque generally depends on the relative speed. When the ratio of the impeller speed to the turbine speed is high enough, the turbine torque is several times the impeller torque. During operation, oil is introduced to assist in managing the thermal condition of the M / G 18.

[0022] A torque converter bypass clutch 34 may also be provided which frictionally or mechanically couples the pump and turbine of the torque converter 22 when engaged to allow for more efficient power transfer. The torque converter bypass clutch 34 may also operate as a launch clutch to provide a smooth vehicle launch. Alternatively or in combination, for applications that do not include a torque converter 22 or a torque converter bypass clutch 34, a launch clutch similar to the disconnect clutch 26 may be provided between the M / G 18 and the gearbox 24. In some applications, the disconnect clutch 26 is generally referred to as the upstream clutch and the launch clutch 34 (which may be a torque converter bypass clutch) is generally referred to as the downstream clutch.

[0023] The gearbox 24 may include a gear set (not shown) that is selectively placed in different gear ratios by selective engagement of friction elements such as clutches and brakes (not shown) to establish a desired plurality of discrete gear ratios or step ratios. The friction elements may be controlled by a shift schedule that connects and disconnects certain elements of the gear set to control the gear ratio between the transmission output shaft 36 and the transmission input shaft 32. The gearbox 24 is automatically shifted from one gear ratio to another gear ratio by an associated controller based on various vehicle and environmental operating conditions. The gearbox 24 then provides the powertrain output torque to the output shaft 36.

[0024] It should be understood that the hydraulically controlled gearbox 24 used with the torque converter 22 is only one example of a gearbox or transmission arrangement; any multi-ratio gearbox that receives input torque from an engine and / or motor and then provides torque to an output shaft at different gear ratios is acceptable for use with embodiments of the present disclosure. For example, the gearbox 24 may be implemented by a mechanical automatic (or manual) transmission (AMT) that includes one or more servomotors that translate / rotate a shift fork along a shift rail to select a desired gear ratio.

[0025] like Figure 1 As shown in the representative embodiment of FIG. 4 , the output shaft 36 is connected to a differential 40. The differential 40 drives a pair of wheels 42 via respective axles 44 connected to the differential 40. The differential transmits approximately equal torque to each wheel 42 while allowing slight speed differences (such as when the vehicle is turning). Different types of differentials or similar devices can be used to distribute torque from the drivetrain to one or more wheels. In some applications, the torque distribution can be changed according to a specific operating mode or condition.

[0026] The powertrain system 12 also includes an associated controller 50, such as a powertrain control unit (PCU). Although shown as one controller, the controller 50 may be part of a larger control system and may be controlled by multiple other controllers throughout the vehicle 10, such as a vehicle system controller (VSC). Therefore, it should be understood that the controller 50 and one or more other controllers may be collectively referred to as a "controller" that controls multiple actuators in response to signals from multiple sensors to control multiple functions, such as starting / stopping the engine 14, operating the M / G 18 to provide wheel torque or charge the traction battery 20, selecting or planning transmission shifts, etc. The controller 50 may include a microprocessor or central processing unit (CPU) in communication with multiple types of computer-readable storage devices or media.

[0027] The controller communicates with multiple engine / vehicle sensors and actuators via an input / output (I / O) interface, which can be implemented as a single integrated interface that provides various raw data or signal conditioning, processing and / or conversion, short circuit protection, etc. Alternatively, one or more dedicated hardware or firmware chips can be used to condition and process specific signals before providing them to the CPU. The controller 50 can send signals to and / or receive signals from the engine 14, the disconnect clutch 26, the M / G 18, the starting clutch 34, the transmission gearbox 24, and the power electronics 56. Representative examples of parameters, systems and / or components that may be directly or indirectly actuated using control logic executed by the controller include fuel injection timing, rate and duration, throttle position, spark plug firing timing (for spark-ignition engines), intake / exhaust valve timing and duration, front end accessory drive (FEAD) components such as the alternator, air conditioning compressor, battery charging, regenerative braking, M / G operation, clutch pressures for the disconnect clutch 26, the start clutch 34, and the transmission gearbox 24, etc.

[0028] The control logic may be implemented in software executed by a microprocessor-based vehicle, engine, and / or powertrain controller, such as controller 50. When implemented in software, the control logic may be provided in one or more computer-readable storage devices or media having stored data representing code or instructions executed by a computer to control the vehicle or its subsystems.

[0029] The vehicle driver uses the accelerator pedal 52 to provide a demanded torque, power, or drive command to propel the vehicle. Typically, depressing and releasing the pedal 52 generates an accelerator pedal position signal that can be interpreted by the controller 50 as a demand for increased power or decreased power, respectively. Based at least on the input from the pedal, the controller 50 commands torque from the engine 14 and / or the M / G 18. The controller 50 also controls the timing of shifts within the gearbox 24 and the engagement or disengagement of the disconnect clutch 26 and the torque converter bypass clutch 34. Similar to the disconnect clutch 26, the torque converter bypass clutch 34 can be adjusted within a range between an engaged position and a disengaged position. This also generates variable slip in the torque converter 22 in addition to the variable slip generated by the fluid coupling between the impeller and the turbine. Alternatively, the torque converter bypass clutch 34 can be operated in a locked or disconnected operating mode without using regulation, depending on the specific application.

[0030] To drive the vehicle 10 using the engine 14, the disconnect clutch 26 is at least partially engaged to transfer at least a portion of the engine torque through the disconnect clutch 26 to the M / G 18 and then from the M / G 18 through the torque converter 22 and the gearbox 24. When the engine 14 alone provides the necessary torque to propel the vehicle, this operating mode may be referred to as an "engine mode," "engine-only mode," or "mechanical mode."

[0031] The M / G 18 may assist the engine 14 by providing additional power to rotate the shaft 30. This operating mode may be referred to as a "hybrid mode," "engine-motor mode," or "electric assist mode."

[0032] To drive the vehicle using the M / G 18 as the sole power source, the power flow remains the same except that the disconnect clutch 26 isolates the engine 14 from the rest of the powertrain 12. Combustion in the engine 14 may be disabled or otherwise shut down during this time to save fuel. The traction battery 20 transmits stored electrical energy via line 54 to the power electronics 56, which may include, for example, an inverter. The power electronics 56 converts the DC voltage from the traction battery 20 to an AC voltage for use by the M / G 18. The controller 50 commands the power electronics 56 to convert the voltage from the traction battery 20 to an AC voltage provided to the M / G 18 to provide positive or negative torque to the shaft 30. This operating mode may be referred to as a "pure electric mode," "electric vehicle mode," or "motor mode."

[0033] In any operating mode, the M / G 18 can function as a motor and provide drive to the powertrain 12. Alternatively, the M / G 18 can function as a generator and convert kinetic energy from the powertrain 12 into electrical energy for storage in the traction battery 20. For example, the M / G 18 can function as a generator when the engine 14 is providing propulsion power to the vehicle 10. The M / G 18 can also function as a generator during regenerative braking, in which rotational energy from the rotating wheels 42 is transmitted back through the gearbox 24 and converted into electrical energy for storage in the traction battery 20.

[0034] Figure 2 1 is a perspective view of an example of a portion of a previously known vehicle transmission assembly (referred to herein as transmission assembly 100). Transmission assembly 100 includes an electric motor 104 and a torque converter 106. Electric motor 104 and torque converter 106 are respectively disposed within cavities of a transmission housing 110. Electric motor 104 operates as a motor to provide power to the vehicle and vehicle components. Torque converter 106 operates as a fluid coupling to allow the engine to rotate somewhat independently of the transmission. Transmission housing 110 defines an exhaust passage 114 in fluid communication with the cavity of transmission housing 110. Oil distributor 120 distributes coolant into the cavity of the transmission housing to cool electric motor 104 during operation.

[0035] Figure 3 1 is a perspective view showing an example of oil accumulation within the transmission housing 110 after the torque converter 106 has been rotating at approximately 2000 rpm for approximately five seconds. During operation, oil is pumped into the transmission housing 110 to assist in managing thermal conditions of components therein. The oil accumulates in locations that hinder the performance of components of the transmission assembly 100. Figure 3 The electric motor 104 is removed to more clearly show the oil accumulation in the entire cavity of the transmission housing 110. The oil accumulation is represented by the coating 122. As shown, the oil does not leave via the discharge passage 114 in the desired manner, but accumulates in the entire cavity, accumulating on the inner surface of the transmission housing 110 and on the torque converter 106. In addition, the oil may accumulate in the housing vent 124. Such oil accumulation negatively affects the performance of the torque converter 106 and may cause spin losses (e.g., spin losses at 2000rpm are approximately 3.1Nm). Improvements to the oil discharge system can help minimize or eliminate the oil accumulation problem in the transmission housing 110.

[0036] Figure 4 and Figure 5 is a perspective view of an example of a portion of a transmission housing (generally referred to as transmission housing 150). Figure 2 and Figure 31 , the transmission housing 110 is shown in FIG. 1 , the transmission housing 150 operates with other components to provide an improved oil drainage system. For example, the transmission housing 150 defines a cavity 154, a first drainage passage 158, a second drainage passage 160, and a lip 162. An oil distributor 166 is mounted to the housing to deliver oil to the cavity 154. A first partition wall 170 may extend over a portion of the first drainage passage 158, and a second partition wall 172 may extend over a portion of the second drainage passage 160. It is contemplated that alternative embodiments with different packaging constraints may include or may not include one or more partition walls. The housing vent 173 may assist in maintaining the pressure conditions of the cavity 154 within a predetermined threshold. The transmission housing 150 is sized to accommodate an electric motor and a torque converter ( Figure 4 and Figure 5 As further described herein, the oil distributed to cavity 154 assists in cooling the electric motor during operation.

[0037] Figure 6 Yes Figure 4 and Figure 5 150, showing additional components mounted in the transmission housing 150. A baffle 178 is mounted to the inner surface of the transmission housing 150 within the cavity 154. In one example, the baffle 178 can be a thermoplastic material. The torque converter 179 is shown as being mounted adjacent to the baffle 178. An electric motor (not shown) can be mounted above the baffle 178 and adjacent to the torque converter 179. The baffle 178 includes a drain opening 180 and a baffle flange 182. The drain opening 180 is oriented to be in fluid communication with the first drain passage 158 and the second drain passage 160. For example, oil entering the transmission housing 150 via the oil distributor 166 can be influenced to travel to the drain opening 180 and then to the first drain passage 158 and the second drain passage 160.

[0038] Figure 7 and Figure 8 Further details of the baffle 178 are shown. The baffle 178 may include a first groove portion 186 and a second groove portion 188, each of which is positioned on opposite sides of the discharge opening 180. Each of the first groove portion 186 and the second groove portion 188 may be sized to sit within a similarly sized groove portion defined by the transmission housing 150 to assist in orienting the baffle 178 within the transmission housing 150.

[0039] The baffle 178 may include a first seal 190 and a second seal 192, each of which is positioned on opposite sides of the discharge opening 180. The first seal 190 may be arranged with the first groove 186 to prevent oil from accumulating between them on the inner surface of the transmission housing 150, and the second seal 192 may be arranged with the second groove 188 to prevent oil from accumulating between them on the inner surface of the transmission housing 150. Each of the first seal 190 and the second seal 192 may be positioned at opposite ends of the baffle 178, and each seal may be sized to secure each seal to the inner surface of the transmission housing 150, thereby preventing oil from accumulating between the baffle 178 and the inner surface. Each of the first seal 190 and the second seal 192 assists in preventing oil from traveling between the baffle 178 and the transmission housing 150 and assists in influencing oil from traveling to the discharge opening 180. In one example, first and second seals 190, 192 may be radially spaced approximately 180 degrees from one another relative to the circular contour defined by transmission housing 150. In another embodiment, baffle 178 may include only one of first and second seals 190, 192.

[0040] The baffle flange 182 is sized to position the baffle flange 182 adjacent to the torque converter 179 so that oil entering the cavity 154 via the oil distributor 166 is prevented or minimized from contacting the torque converter 179. It is contemplated that the baffle flange 182 may extend three hundred sixty degrees or less around the cavity 154. The flap 196 may extend from the baffle flange 182 at an angle based on the shape of the torque converter 179 to facilitate a sealing relationship therebetween. The baffle flange 182 and the flap 196 may be sized to position the baffle flange 182 and the flap 196 on or near the torque converter 179 to prevent oil introduced into the transmission housing 150 from contacting the torque converter 179. The baffle 178 may include a first cover 198 and a second cover 200. Each of the first cover 198 and the second cover 200 may provide a surface for securing to the transmission housing 150 via fasteners. The first cover 198 may provide a cover for sealing the first discharge passage 158 , and the second cover 200 may provide a cover for sealing the second discharge passage 160 .

[0041] Fig. 91 is a front view in cross-section showing the fluid path for oil from the oil distributor 166 to the first drain passage 158 and the second drain passage 160. For example, oil may enter the cavity 154 of the transmission housing 150 via the oil distributor 166. The oil may then be influenced toward the drain opening 180 by the baffle 178. The oil may then enter the first drain passage 158 or the second drain passage 160. The inclusion of two separate drain passages provides oil drainage benefits for the transmission assembly 176 as compared to using a single drain passage 114 in the transmission assembly 100. Additionally, the inclusion of the baffle flange 182, the first seal 190, and the second seal 192 influences the oil to travel toward the drain opening 180, rather than toward the torque converter 179, thereby improving the oil drainage characteristics of the transmission assembly 176.

[0042] Fig.10 is a perspective view of a portion of the transmission assembly 176 showing an example of oil accumulation within the transmission housing 150 after the torque converter 179 has been rotating at approximately 2000 rpm for approximately five seconds. Fig.10 The electric motor is not shown in the figure to more clearly show the oil accumulation. The oil accumulation is represented by the coating 206. Fig.10 As shown, the addition of baffle 178 provides more efficient oil drainage and less oil accumulation within transmission housing 150 compared to the system of transmission housing 110. For example, Fig.10 Oil accumulation on the torque converter 179 and within the housing vent 173 is shown to be almost zero. Fig.10 It is also shown that the oil accumulation on the inner surface of the transmission housing 150 is significantly smaller than the oil accumulation on the inner surface of the transmission housing 110 .

[0043] Fig.11 2 is a graph 228 showing an example of a comparison of torque converter spin losses due to oil accumulation within the respective transmission housings between transmission assembly 100 and transmission assembly 176. X-axis 230 represents time and Y-axis 232 represents drag torque in Nm. Line 238 represents the spin losses of torque converter 106 of transmission assembly 100 at a torque converter operating condition of 2000 rpm. Line 240 represents the spin losses of torque converter 179 of transmission assembly 176 at a torque converter operating condition of 2000 rpm.

[0044] As shown in graph 228, transmission assembly 176 operates with less drag torque at 2000 rpm compared to transmission assembly 100. This improvement in drag torque is attributed to the inclusion of baffle 178 to improve oil flow within transmission housing 150 and to the inclusion of first drain passage 158 and second drain passage 160.

[0045] Although exemplary embodiments are described above, all possible forms covered by the claims are not intended to be described in these embodiments. The words used in the specification are descriptive words rather than restrictive words, and it should be understood that various changes can be made without departing from the spirit and scope of the present disclosure. As previously mentioned, the features of each embodiment can be combined to form further embodiments of the present disclosure that may not be clearly described or shown. Although each embodiment has been described as providing advantages or being superior to other embodiments or prior art implementations in one or more desired characteristics, it will be appreciated by those of ordinary skill in the art that, according to specific applications and implementations, one or more features or characteristics can be compromised to achieve the desired overall system properties. These properties may include, but are not limited to, marketability, appearance, consistency, robustness, customer acceptability, reliability, accuracy, etc. Therefore, embodiments described as being less desirable than other embodiments or prior art implementations in one or more characteristics are not outside the scope of the present disclosure and can be expected to be used in specific applications.

Claims

1. A transmission assembly, comprising: A housing including a first discharge passage and a second discharge passage; an electric motor disposed within the housing adjacent to the first exhaust passage, the second exhaust passage, and the torque converter; A baffle is disposed on an inner surface of the housing within the housing, defines openings to the first drain passage and the second drain passage, and is used to guide oil toward the openings, the baffle including a baffle flange, the size of the baffle flange being designed to position the baffle flange adjacent to the torque converter to minimize contact between the oil in the housing and the torque converter.

2. The transmission assembly according to claim 1, wherein: The housing defines a first partition wall and a second partition wall, each partition wall extending partially over one of the first and second discharge passages.

3. The transmission assembly according to claim 1, wherein: The baffle further includes a first sealing feature and a second sealing feature, each of which is disposed at one of the two ends of the baffle, wherein each of the first sealing feature and the second sealing feature is fixed to the inner surface of the housing to prevent oil from accumulating between the baffle and the inner surface of the housing.

4. The transmission assembly according to claim 1, wherein: The shell also includes a first groove portion and a second groove portion, wherein the baffle defines a third groove portion and a fourth groove portion, the opening is arranged between the third groove portion and the fourth groove portion, and the size of each groove portion of the third groove portion and the fourth groove portion is designed to allow each groove portion to be placed within one of the first groove portion and the second groove portion, wherein the groove portions are arranged with respect to each other to orient the opening to facilitate fluid communication between the shell cavity and the first discharge channel and the second discharge channel.

5. The transmission assembly according to claim 1, wherein: The baffle also includes a first cover and a second cover, each cover being sized to be secured to an end of one of the first and second discharge passages.

6. The transmission assembly according to claim 1, wherein: The baffle plate also includes a baffle wing extending from the baffle plate flange at an angle based on the shape of the torque converter to direct oil flow toward the opening and away from the torque converter.

7. The transmission assembly of claim 1 further comprising a housing vent opening into a cavity defined by the housing to assist in maintaining pressure conditions in the cavity within a predetermined threshold.

8. A hybrid vehicle transmission assembly, comprising: a housing for housing the torque converter and an adjacent electric machine and defining an inner surface having a first partition wall and a second partition wall, each of the first partition wall and the second partition wall extending partially over one of the two oil drain passages, a baffle plate disposed on the inner surface below the motor and including a discharge opening leading to each of the two oil discharge passages, the baffle plate being used to guide the oil toward the discharge opening, The baffle plate and the torque converter are arranged to guide the oil introduced into the housing to the two oil discharge passages via the discharge opening.

9. The transmission assembly according to claim 8, wherein: The baffle further includes a first seal and a second seal, each seal being disposed at one of the two ends of the baffle, wherein the first seal and the second seal are sized to secure the first seal and the second seal to the inner surface to prevent oil from accumulating between the baffle and the inner surface.

10. The transmission assembly according to claim 9, wherein: The housing defines a generally circular profile, wherein the first and second seal portions are radially spaced 180 degrees from one another relative to the profile.

11. The transmission assembly according to claim 8, further comprising: An oil distributor is mounted to the housing and is used to deliver oil into the housing.

12. The transmission assembly according to claim 8, wherein: The baffle further includes a baffle flange extending ninety degrees from the baffle body and a baffle wing extending from the baffle flange, wherein the baffle flange and the baffle wing are oriented relative to the torque converter to prevent oil within the housing from contacting the torque converter.

13. The transmission assembly according to claim 12, wherein: The baffle is further arranged with the torque converter such that the baffle flange and the baffle wings are positioned adjacent to the torque converter to direct oil toward a drain opening.

14. The transmission assembly of claim 8, further comprising a housing vent positioned adjacent the oil distributor and opening into a cavity defined by an inner surface of the housing to assist in maintaining pressure conditions in the cavity within a predetermined threshold.

15. A hybrid vehicle transmission assembly, comprising: a housing including a first drain passage and a second drain passage extending below a mounting location for the electric motor and the torque converter; a baffle plate disposed in the mounting position, defining openings to the first and second discharge passages and for directing oil toward the openings, the baffle plate including a first sealing portion positioned at one of two opposing baffle plate ends for fixing to an inner surface of the housing to prevent oil from accumulating between the baffle plate and the inner surface of the housing.

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