Shift fork drip lubrication feature

Abstract

Gear shift fork, including: an arc-shaped part, wherein a pair of wings project radially and inwards from an inner surface of the arc-shaped part and direct oil to a sleeve engagement region of a coupling.

Description

TECHNICAL FIELD

[0001] A shift fork for use in a transmission, configured for coupling with a synchronizer, having an arcuate portion including a pair of legs with a pair of vanes. Each vane extends radially inwardly from an inner surface of the arcuate portion and a leg. Each of the vanes is adapted to direct fluid to a sleeve engagement assembly that couples a sleeve of a synchronizer to the shift fork. GENERAL STATE OF THE ART AND OVERVIEW

[0002] Vehicles, such as electrified vehicles, may include a transmission to change gears with different ratios that produce different output torques and speeds with the same input torque. The transmission may include clutch assemblies, such as synchronizers. Each synchronizer may be used as a clutch to shift gears. The clutch assemblies may be actuated to selectively couple complementary gears via at least one actuator and a shift rail. Each of the clutch assemblies may be physically coupled to a shift fork. The shift fork may slidably couple a complementary clutch assembly to the shift rail such that actuation of the shift rail may parallel translate the shift fork and components of the clutch assembly in approximately the same direction as the shift rail is actuated.As a synchronizer, each of the clutch assemblies may comprise a sleeve and a hub. Each of the clutch assemblies may be physically coupled to a complementary shift fork by means of a plurality of sleeve engagement assemblies, such as pads.

[0003] An electric vehicle can transfer rotational energy to a transmission via torque at higher speeds than an internal combustion engine (ICE). At higher speeds and / or when using a larger, high-torque synchronizer, the surface speed of a sleeve relative to the shift fork may be increased during selective synchronizer engagement. The increased relative rotational speeds of the sleeve can create increased friction and heat energy between the sleeve engagement assemblies and the contact surfaces with the sleeve. Because each of the synchronizers actuates and selectively engages a complementary gear, friction and heat can build up at the sleeve engagement assemblies and a keyway. The increased friction and heat can lead to acute or chronic damage to the sleeve engagement assemblies, the sleeve, or other components of the synchronizer and shift fork.To reduce the force of friction and heat, lubrication may be enhanced by a lubricant such as oil, directed to the contact surface between the sleeve engagement assemblies and sleeves. For example, splash lubrication may be used for lubrication, in which lubricant is sprayed from a complementary gear to the synchronizer. However, at high speeds, lubricant sprayed onto the sliding sleeve will be thrown off by the rotation of the sleeve before reaching the pads. In another example, an atomizer may be used to apply lubricant by selectively spraying each of the sleeve engagement assemblies.However, the use of an atomizer increases the complexity of the system, requires pressure or some other form of additional power to spray each of the sleeve engagement assemblies, and may divert additional lubricant from the sump or other regions of the transmission that could be used for other purposes. Likewise, the transmission may not have the atomizer mounting space enclosed within the transmission case.

[0004] The inventors have recognized these and other problems with such systems and have devised a way to solve at least some of them. As one example, a transmission shift fork is developed that includes: an arcuate portion where a pair of vanes project radially and inwardly from an inner surface of the arcuate portion and direct oil to a sleeve engaging region of a clutch.

[0005] When the arcuate portion of the shift fork is sprayed with lubricant by a gear complementary to the synchronizer or other clutch assembly, the lubricant can wet the vanes and be passively attracted to them. The lubricant can then wet the vanes and collect on them. The curvature of the vanes can direct lubricant to drip onto the sleeve engagement assemblies and between the contact surface of the sleeve and the sleeve engagement assembly. The lubricant can drip onto the sleeve engagement assemblies and the contact surface, causing the lubricant to lubricate the sleeve engagement assemblies, thereby reducing friction and heat energy between the sleeve engagement assemblies and the sleeve. After lubricating and absorbing heat energy, the lubricant can be flung or dripped off the sleeve.

[0006] It should be understood that the above summary is provided to introduce, in simplified form, a selection of concepts further described in the detailed description. It is not intended to identify critical or essential features of the claimed subject matter, the scope of which is defined only by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that address any disadvantages noted above or in any part of the disclosure. SHORT DESCRIPTION OF THE CHARACTERS Fig. 1 is an example schematic of a vehicle that may include the transmission of the present disclosure. Fig. 2 shows an example schematic of a transmission gear assembly, which may include synchronizers and shift forks, according to the present disclosure. Fig. 3 shows a first view of an assembly of synchronizers and a shift fork of the present disclosure. Fig. Figure 4A shows a second view of the arrangement of synchronizers and a shift fork of Fig. 3. Fig. Figure 4B shows a view of the arrangement from a region consisting of Fig. 4A is taken. Fig. Figure 5 shows a third view of the shift fork of the present disclosure resulting from the arrangement of Fig. 3-4A was isolated. Fig. 6 shows a fourth view which is a sectional view of the assembly and a plurality of target gears. DETAILED DESCRIPTION

[0007] The following description relates to a shift fork that can be coupled to a sleeve of a synchronizer and can direct lubricant to a plurality of sleeve engagement assemblies that can couple the synchronizer to the shift fork. The sleeve engagement assemblies can be in surface contact with the sleeve of the synchronizer and attached to the shift fork such that the shift fork can be physically coupled to a sleeve of a synchronizer. The shift fork can be used in a transmission of a vehicle, such as an electric vehicle, for example, an all-electric vehicle (EV) or a hybrid vehicle with multiple torque inputs. The shift fork can be slidably coupled to a shift rail such that the shift fork can be translated approximately in a direction parallel to the direction in which the shift rail is actuated. The shift rail can be translated by an actuator.The shift fork may be slidably coupled to a shift rod actuated by the actuator. When the shift fork is actuated, components of the synchronizer, such as the sleeve and a plurality of synchronizer rings, may be actuated to move with the friction fork.

[0008] The fork may include a plurality of arms, such as at least two arms. Each of the sleeve engagement assemblies may be attached to one of the arms of the shift fork. The sleeve may rotate and orbit about a longitudinal axis and a hub. The sleeve may rotate when physically coupled to the shift fork by means of the sleeve engagement assembly.

[0009] When the shift rod and shift fork are translated by the actuator in a first direction or a second direction opposite the first direction, they can move the synchronizer into or out of engagement with a gear. The gear complementary to the synchronizer may be referred to as a target gear. The target gear may squirt a lubricant, such as oil, onto the surface of an arc or arc-shaped component of the shift fork. The surface may direct lubricant to the arms of the shift fork and a plurality of vanes that are physically coupled to or integral with the arms. The vanes may be structures, such as louvers, that project radially and inwardly from the inner surfaces of the arms toward the sleeve and curve from the arc around the sleeve. Each of the vanes may curve to points.Each of the tips may be positioned above a sleeve engagement assembly of the sleeve engagement assemblies. Lubricant that wets or collects on surfaces of the vanes may be directed to and collect on the tips before dripping from the individual tips onto the sleeve engagement assembly complementary to the tip. Lubricant may also be deposited on features of the sleeve above and near the sleeve engagement assemblies. Lubricant that wets sleeve engagement assemblies may drip from the sleeve engagement assemblies onto another component that is part of the transmission or incorporated into its housing, such as a sump. Likewise, lubricant that wets sleeve engagement assemblies may be transferred to a surface of the sleeve and then drip or splatter onto another component that is part of the transmission or incorporated into its housing, such as a sump.

[0010] Fig. 1 is an example diagram of a vehicle that may include the transmission of the present disclosure. The vehicle in Fig. 1 may be an electrified vehicle, such as an EV or a hybrid vehicle with multiple torque sources that includes an electric motor, a hydrogen fuel cell, and / or a non-internal combustion engine (ICE). Fig. 2 shows an example schematic of a transmission gear assembly, which may include synchronizers and shift forks, according to the present disclosure. Fig. 3 shows a first view of an arrangement of synchronizers and a shift fork of the present disclosure. The arrangement of Fig. 3 includes a housing around a shift assembly, the shift assembly including synchronizers, shift forks, and rotating elements complementary to the synchronizers, such as a shaft. The first view of Fig. Figure 3 is a side view of the assembly showing the synchronizers and shift fork positioned about a shaft and a longitudinal axis normal to the first view. Fig. Figure 4A shows a second view of the arrangement of synchronizers and a shift fork of Fig. 3. Fig. Figure 4A shows additional features such as interior surfaces, recesses and holes of the housing, and features of the shift assembly such as the sleeves and the shift forks. Fig. Figure 4B shows a view of the arrangement from a region consisting of Fig. 4A is taken. The region of Fig. Figure 4B shows a position sensor that can be used with a shift fork as a target. Fig. Figure 5 shows a third view of the shift fork of the present disclosure, isolated from the assembly of Fig. 3-4. The shift fork in Fig. 5 is not attached to components such as the sleeve engagement assemblies. The third view of Fig. Figure 5 shows additional features of a direction changing arm that can be used to slidably couple the shift fork to a shift rod. Fig. 6 shows a fourth view which is a sectional view of the assembly and a plurality of target gears. Fig. Figure 6 shows an additional gear ring and how gear rings can be drivingly coupled to their complementary gears.

[0011] It should also be understood that the specific arrangements and systems illustrated in the accompanying drawings and described in the following description are examples of embodiments of the inventive concepts defined herein. For purposes of discussion, the drawings will be described collectively. Thus, like elements may be referred to collectively with like reference numerals and need not be introduced repeatedly.

[0012] Fig. 1-2 show sketches of an example configuration with relative positioning of the different components. Fig. 3-6 show example configurations with approximate positions. Fig. Figures 3-6 are shown approximately to scale; however, other relative dimensions may be used. As used herein, the terms "approximately" should be understood to include plus or minus five percent of the range or value, unless otherwise specified.

[0013] Furthermore, Fig. 1-6 Example configurations with relative positioning of the various components. Where such elements are shown as directly touching or directly coupled to one another, then they may be referred to as directly touching or directly coupled, respectively, in at least one example. Likewise, elements shown as directly adjacent or contiguous to one another may be directly adjacent or adjacent to one another in at least one example. For example, components that are in surface contact with one another may be referred to as being in surface contact. In another example, elements that are positioned away from one another, with only space and no other components between them, may be referred to as such in at least one example.In yet another example, elements shown above / below each other, on opposite sides of each other, or to the left / right of each other may be referred to as such in relation to each other. Further, as shown in the figures, in at least one example, a topmost element or a topmost point of an element may be referred to as "topmost" on the component, and a bottommost element or a bottommost point of the element may be referred to as "bottommost" on the component. As used herein, topmost / bottommost, upper / lower, over / under may refer to a vertical axis of the figures and may be used to describe a positioning of elements of the figures in relation to each other. Thus, elements shown above other elements are, in one example, positioned vertically above the other elements.As yet another example, shapes of elements depicted within the figures may be referred to as having those shapes (e.g., being circular, straight, flat, curved, rounded, beveled, angled, or the like). Further, elements shown as intersecting one another may, in at least one example, be referred to as intersecting elements or as intersecting one another. Furthermore, an element shown inside another element or shown outside another element may, in one example, be referred to as such. Furthermore, components may be described as they relate to reference axes included in the drawings.

[0014] Features described as axial may be approximately parallel to a referenced axis, unless otherwise specified. Features described as anti-axial may be approximately perpendicular to the referenced axis, unless otherwise specified. Features described as radial may surround or extend outside an axis, such as the referenced axis, or a component or feature previously described as radial to a referenced axis, unless otherwise specified.

[0015] Features described as longitudinal can be approximately parallel to a longitudinal axis. A lateral axis can be normal to the longitudinal axis. Features described as lateral can be approximately parallel to the lateral axis and normal to the longitudinal axis.

[0016] It will now Fig. 1, a vehicle 100 is shown having a driveline 101 and a powertrain 103. The vehicle 100 may have a front end 132 and a rear end 134 located on opposite sides of the vehicle 100. Objects, components, and features of the vehicle 100 referred to as being near the front may be closest to the front end 132 as compared to the rear end 134. Objects, components, and features of the vehicle 100 referred to as being near the rear may be closest to the rear end 134 as compared to the front end 132. The driveline 101 includes a prime mover 106 and a transmission 108. The prime mover 106 may be, for example, an internal combustion engine (ICE) or an electric motor and operates to provide rotational power to the transmission 108.The transmission 108 may be any type of transmission, such as a manual transmission, an automatic transmission, or a continuously variable transmission. The transmission 108 receives the rotational power produced by the primary drive 106 as input and outputs rotational power to the powertrain 103 according to a selected gear or setting. Additionally, other drivetrains may be present in the vehicle besides the primary drive 106. If the primary drive 106 is an ICE, there may be at least one second drive with an input to the transmission 108, where the second drive may be an electric machine, such as an electric motor. If a single or a plurality of second drives are present in addition to the primary drive 106, the vehicle 100 may, in one example, be a hybrid vehicle having multiple torque inputs to the transmission 108. The vehicle 100 may have a longitudinal orLongitudinal axis 130. The drive train 101 and the power transmission train 103 may have a length that is parallel to the longitudinal axis 130.

[0017] The prime mover 106 may be powered using energy from an energy storage device 105. In one example, the energy storage device 105 is a battery configured to store electrical energy. An inverter 107 may be disposed between the energy storage device 105 and the prime mover 106 and configured to convert direct current (DC) to alternating current (AC). The inverter 107 may include a variety of components and circuitry with thermal requirements that affect the efficiency of the inverter.

[0018] The vehicle 100 may be a commercial vehicle, a light-duty, medium-duty, or heavy-duty vehicle, a passenger transport vehicle, an off-highway vehicle, and a sport-utility vehicle. Additionally or alternatively, the vehicle 100 and / or one or more of its components may be used in industrial, railroad, military, agricultural, and aeronautical applications. In one example, the vehicle 100 is an all-electric vehicle or a vehicle with all-electric operating modes, such as a plug-in hybrid vehicle. Thus, the prime mover 106 is an electric machine. In one example, the prime mover 106 is an electric motor / generator.

[0019] In some examples, such as Fig. 1, the powertrain 103 includes a first axle assembly 102 and a second axle assembly 112. The first axle assembly 102 may be configured to drive a first set of wheels 104, and the second axle assembly 112 may be configured to drive a second set of wheels 114. In one example, the first axle assembly 102 is disposed near a front of the vehicle 100 and thus includes a front axle, and the second axle assembly 112 is disposed near a rear of the vehicle 100 and thus includes a rear axle. The powertrain 103 is shown in a four-wheel drive configuration, but other configurations are possible. For example, the powertrain 103 may include a rear-wheel drive or an all-wheel drive configuration. Further, the powertrain 103 may include one or more tandem axle assemblies.Thus, the powertrain 103 may have other configurations without departing from the scope of this disclosure, and the configurations shown in . Fig. The configuration shown in Figure 1 is provided for illustrative purposes, not by way of limitation. Furthermore, the vehicle 100 may include additional wheels that are not integrated with the powertrain 103.

[0020] In some four-wheel drive configurations, such as the one in Fig. 1, the powertrain 103 includes a transfer case 110 configured to receive rotary power output from the transmission 108. A first driveshaft 113 is drivingly coupled to a first output 111 of the transfer case 110, while a second driveshaft 122 is drivingly coupled to a second output 121 of the transfer case 110. The first driveshaft 113 (e.g., a front driveshaft) transfers rotary power from the transfer case 110 to a first differential 116 of the first axle assembly 102 to drive the first set of wheels 104, while the second driveshaft 122 (e.g., a rear driveshaft) transfers the rotary power from the transfer case 110 to a second differential 126 of the second axle assembly 112 to drive the second set of wheels 114.For example, the first differential 116 is drivingly coupled to a first axle shaft set 118 coupled to the first set of wheels 104, and the second differential 126 is drivingly coupled to a second axle shaft set 128 coupled to the second set of wheels 114. Note that both the first axle shaft set 118 and the second axle shaft set 128 may be positioned within a housing. A first drive shaft 113 and a second drive shaft 122 may be positioned to extend parallel to the longitudinal axis 130. In one example configuration of the vehicle 100, the second drive shaft 122 may be centered about the longitudinal axis 130.

[0021] The first differential 116 may in some manner provide FWD to the vehicle 100 as part of rotational power transmitted via the first driveshaft 113. Likewise, the second differential 126 may provide RWD to the vehicle 100 as part of rotational power transmitted via the second driveshaft 122. The first differential 116 and the second differential 126 may provide FWD and RWD, respectively, as part of an AWD mode for the vehicle 100.

[0022] Adjustment of the powertrain 103 between the various modes, as well as control of operations within the individual modes, may be performed based on a vehicle control system 154 including a controller 156. The controller 156 may be a microcomputer including elements such as a microprocessor unit, input / output ports, an electronic storage medium for executable programs and calibration values, e.g., a read-only memory chip, random access memory, keep-alive memory, a data bus, and the like. The storage medium may be programmed with computer-readable data representing instructions executable by a processor to perform the methods described below, as well as other variations that are anticipated but not specifically listed. In one example, the controller 156 may be a powertrain control module (PCM).

[0023] The controller 156 may receive various signals from sensors 158 coupled to various regions of the vehicle 100. For example, the sensors 158 may include sensors on the primary drive 106 or another drive for measuring drive speed and drive temperature, a pedal position sensor for detecting a depression of a driver-operated pedal, such as an accelerator pedal or a brake pedal, speed sensors on the first and second gear sets 104, 114, etc. Vehicle acceleration is directly proportional to an accelerator pedal position, for example, a degree of depression. Once the controller 156 receives the signals from the various sensors 158 from Fig. 1, it processes the received signals and uses various actuators 160 of the vehicle 100 to adjust powertrain components based on the received signals and instructions stored in the memory of the controller 156. For example, the controller 156 may receive an indication of brake pedal depression, signaling a desire for reduced vehicle speed. In response, the controller 156 may command operations such as shifting gear modes of the transmission 108. Alternatively, the gear modes of the transmission 108 may be shifted manually, such as when the transmission 108 is a manual transmission.

[0024] In some examples, the vehicle 100 may additionally or alternatively be a hybrid vehicle that includes both an internal combustion engine and an electric machine, each configured to provide power to one or more of the first axle assembly 102 and the second axle assembly 112. For example, one or both of the first axle assembly 102 and the second axle assembly 112 may be powered in a first operating mode where the electric machine is not operated to provide power (e.g., a combustion-only mode) using power derived from the internal combustion engine, in a second operating mode where the internal combustion engine is not operated to provide power (e.g., an all-electric mode), using power derived from the electric machine, and in a third operating mode (e.g.,an electrically assisted mode) using power derived from both the internal combustion engine and the electric machine. As another example, one or both of the first axle assembly 102 and the second axle assembly 112 may be an electric axle assembly configured to be driven by an integrated electric machine.

[0025] In some embodiments, the transmission 108 may additionally or alternatively be a first transmission and further include a second transmission disposed on the second set of axle shafts 128. Herein, the transmission 108 may be interchangeably referred to as a gearbox.

[0026] It will now Fig. 2, where a sketch 200 of the gear 108 and a gear transmission casing 203, which is shown with reference to Fig. 1. The gear transmission case 203 may be enclosed by and be a component of the housing of the transmission 108. In one example, the gear transmission case 203 includes a gear assembly 202. The gear case (e.g., the transmission 108) may be a multi-stage reduction gear case with the gear assembly 202 acting as a system of a plurality of reduction sets. The gear assembly 202 may be formed of at least two reduction sets that can reduce speed (e.g., revolutions per minute (RPM)) and increase torque. The reduction sets may be referred to herein as stages. The stages may be gear sets. There may be a first stage 204 and a second stage 206. The first stage 204 and the second stage 206 may include gears, such as fixed gears.

[0027] For example, the casing 203 of the transmission 108 may include a first shaft 208, a second shaft 210, and a third shaft 212. The first stage 204 may be supported by the first shaft 208 and the second shaft 210. The second stage 206 may be supported by the first shaft 208 and the third shaft 212. The first shaft 208 may act as an input for the first stage 204 and the second stage 206. The second shaft 210 may act as an output for the first stage 204. The third shaft 212 may act as an output for the second stage 206. The first stage 204 may drivingly couple the first shaft 208 to the second shaft 210. The second stage 206 may driveably couple the first shaft 208 to the third shaft 212. The first shaft 208 may be centered on a first axis 216. The second shaft 210 may be centered on a second axis 218. The third shaft 212 may be centered on a third axis 220.The first axis 216, the second axis 218, and the third axis 220 may be parallel to each other. The first stage 204 may bridge the first axis 216 to the second axis 218. The second stage 206 may bridge the first axis 216 to the third axis 220. The first shaft 208 may drivingly couple a first input shaft to the gear assembly 202. For the example shown in sketch 200, the first input shaft may be an output shaft 214 of the primary drive 106. The output shaft 214 may be referred to herein as the primary drive output shaft 214. In this example, the primary drive 106 may be a first electric machine, such as a first electric motor. Shafts and other components that may be drivingly coupled but not in direct contact may be represented by dashed lines 219.

[0028] However, other transmission configurations are also possible. For example, the first input shaft may be a shaft drivingly coupled to the output shaft 214 or the output of another reduction gear. Furthermore, other configurations could include only a single shaft, such as the second shaft 210, which can be selectively and drivingly coupled to the first shaft 208 via gear ratios. For example, the first stage 204 and the second stage 206 can selectively and drivingly couple the first shaft 208 to the second shaft 210.

[0029] The second shaft 210 and the third shaft 212 may be drivingly coupled to a first output shaft. In the example shown in the diagram 200, the first output shaft may be a drive shaft, such as the second drive shaft 122. However, other configurations of the gear assembly 202 and the casing 203 are also possible. For example, the first output shaft may be a shaft drivingly coupled to a drive shaft, such as the second drive shaft 122, or to another reduction set. Furthermore, in other examples, the second shaft 210 and / or the third shaft 212 may be drivingly coupled to separate output shafts. For example, the second shaft 210 may be drivingly coupled to a first output shaft, such as the first drive shaft 113 of Fig. 3. In this example, the third shaft 212 may be drivingly coupled to a second output shaft, such as the second drive shaft 122. Furthermore, in other examples, the second shaft 210 and / or the third shaft 212 may be output shafts.

[0030] An actuator 222 may be used to selectively and drivingly couple the first stage 204 or the second stage 206 to the first shaft 208. The actuator 222 may be drivingly coupled to a shift rod 224. The actuator 222 may be mounted to the transmission 108 or a component of the transmission 108, such as to the walls and surfaces of the enclosure 203. In one example, the actuator may be mounted by means of a fastening through a plurality of fasteners, such as screws. In another example, the actuator may be fitted into a recess or cavity in surfaces and material of the transmission 108. The actuator 222 may be one of the actuators 160 of Fig. 1.

[0031] The actuator 222 can translate the shift rod 224 along a fourth axis 226. When the shift rod 224 is translated in a first direction, such as toward the front end 132, it can driveably couple the first stage 204 to the first shaft 208. When the shift rod 224 is translated in a second direction, such as toward the rear end 134, it can driveably couple the second stage 206 to the first shaft 208. The shift rod 224 can be guided by the housing of the transmission 108 and / or by the casing 203. For example, the actuator 222 can be a shift lever.

[0032] The casing 203 can form a sump 228 for a working fluid 230. The working fluid 230 can be a lubricant, such as oil. The gears of the first stage 204 and the second stage 206 can be lubricated by spraying them with the working fluid 230. The sump 228 can be located below the assembly 202 so that the working fluid 230 can be returned to the sump 228 by gravity 260 and the lowest gear of the first stage 204 and the second stage 206 can be submerged in the sump 228. By submerging a gear in the sump 228, the teeth and other components can be wetted with the working fluid 230. When wetted with working fluid 230, a first stage gear 204 and a second stage gear 206 can support and wet the teeth of other meshed first stage gears 204 of the second stage 206.The splashing of lubricant from the gears can wet other components of the assembly 202, such as portions of the first shaft 208, the second shaft 210, and the third shaft 212. After lubricating the first stage 204 and second stage 206 gears, the working fluid 230 can be returned to the sump 228 by splashing and dripping.

[0033] The first stage 204 and the second stage 206 may be formed by a plurality of gears. Both the first stage 204 and the second stage 206 may each be formed by at least two gears. For example, the first stage 204 may be formed by a first gear 232 and a second gear 234. In this example, the second stage 206 may be formed by a third gear 236 and a fourth gear 238.

[0034] There may be a plurality of arms and engagement assemblies used by the shift rod 224 and the actuator 222 to drivingly couple reduction sets. There may be at least one arm and two engagement assemblies drivingly coupled to the shift rod 224 to select reduction sets. The number of arms and engagement assemblies drivingly coupled to the shift rod 224 may depend on the number of sets to be engaged. The first stage 204 may be drivingly coupled to the first shaft 208 by means of a first engagement assembly 240 and a first clutch 244. Similarly, the second stage 206 may be drivingly coupled to the first shaft 208 by means of a second engagement assembly 242 and a second clutch 246. The first engagement arrangement 240 and the second engagement arrangement 242 can be connected by means of a first arm 248 and a second arm 249, respectively.a second arm 250 is drivingly coupled to the shift rod 224.

[0035] The first clutch 244 and the second clutch 246 may be drivingly coupled to the first gear 232 and the second gear 234, respectively. The first engagement arrangement 240 and the first clutch 244 may form a clutch, such as a synchronizer clutch. The second engagement arrangement 242 and the second clutch 246 may form a clutch, such as a synchronizer clutch. The first engagement arrangement 240 and the second engagement arrangement 242 may each be synchronizers.

[0036] The sketch 200 shows a first path 262 that the working fluid 230 can take from the sump 228 when transported by the first stage 204. Likewise, the sketch 200 shows a second path 264 that the working fluid 230 can take from the sump 228 when transported by the second stage 206.

[0037] The first path 262 may begin at the sump 228 when the second gear 234 is immersed in the working fluid 230. The working fluid 230 may wet the teeth and surfaces of the second gear 234. Some of the working fluid 230 that wets the second gear 234 may splash and drip back to the sump 228. Some of the working fluid 230 may also splash to wet and adhere to components coupled to or proximate to the second gear 234, such as the second shaft 210. Some of the working fluid 230 may adhere and collect between features of the second gear 234, such as teeth. As the second gear 234 rotates, the teeth of the first gear 232 may mesh with the second gear 234. Working fluid 230 may be transferred by splashing and adhesion from the teeth of the second gear 234 to the teeth and other features of the first gear 232.Working fluid 230 may be returned by dripping and splashing from the first gear 232 to the sump 228 or to the second gear 234. Working fluid 230 may also be splashed from the first gear 232 onto other features and components coupled to or in close proximity to the first gear 232, such as the first shaft 208 and the first clutch 244. In this example, the first path 262 may splash working fluid onto the first arm 248. After wetting the first arm 248, the working fluid 230 may drip to wet and lubricate the first engagement assembly 240. The working fluid 230 may drip from the first engagement assembly 240 and the first arm 248 into the sump 228 or onto other components of the assembly 202. Adhesion forces, rotational forces and splashing can carry working fluid 230 upwards on the first path 262 against the force of gravity 260.Gravity 260 may also attract working fluid 230 to drip from first stage components 204 into sump 228 or onto other components of assembly 202.

[0038] The second path 264 may begin at the sump 228 when the fourth gear 238 dips into the working fluid 230. The working fluid 230 may wet the teeth and surfaces of the fourth gear 238. Some of the working fluid 230 that wets the fourth gear 238 may return to the sump 228 by splashing or dripping. Some of the working fluid 230 may also splash to wet and adhere to components coupled to or near the fourth gear 238, such as the third shaft 212. Some of the working fluid 230 may adhere and collect between features of the fourth gear 238, such as teeth. As the fourth gear 238 rotates, the teeth of the third gear 236 may mesh with the fourth gear 238. Working fluid 230 may be transferred by splashing and adhesion from the teeth of the fourth gear 238 to the teeth and other features of the third gear 236.Working fluid 230 may be returned by dripping and splashing from the third gear 236 to the sump 228 or the fourth gear 238. Working fluid 230 may also be splashed from the third gear 236 onto other features and components coupled to or in close proximity to the third gear 236, such as the first shaft 208 and the second clutch 246. In this example, the second path 264 may splash working fluid onto the second arm 250. After wetting the second arm 250, the working fluid 230 may drip to wet and lubricate the second engagement assembly 242. Working fluid 230 may drip from the second engagement assembly 242 and the second arm 250 into the sump 228 or onto other components of the assembly 202. Adhesion forces, rotational forces and splashing can carry working fluid 230 upwards on the second path 264 against the force of gravity 260.Gravity 260 may also attract working fluid 230 to drip from second stage components 206 into sump 228 or onto other components of assembly 202.

[0039] The diagram 200 shows a single shift rod 224 that can be translated by the actuator 222. The shift rod 224 can be physically coupled to and actuate the first arm 248 and the second arm 250. Note, however, that the diagram 200 is not limiting and that a plurality of shift rods and actuators can be present. For example, there can be a plurality of shift rods translated by the actuator 222. In another example, there can be a plurality of shift rods, with each shift rod translated by an actuator specifically coupled to a respective shift rod. In these examples, each shift rod can be specific to an arm, such as the first or second arm 248, 250, which can be used to actuate engagement assemblies, such as the first or second engagement assemblies 240, 242.

[0040] A set of reference axes 301 is provided for comparison between views shown in Fig. 3-6. The reference axes 301 indicate a y-axis, an x-axis, and a z-axis. In one example, the z-axis may be parallel to a direction of gravity, and the xy-plane may be parallel to a horizontal plane in which an assembly 310 may lie. When referring to a direction, positive may refer to the direction of the arrow of the y-axis, x-axis, and z-axis, and negative may refer to the direction opposite the arrow of the y-axis, x-axis, and z-axis. A filled circle may represent an arrow and axis directed toward, or positive to, a viewing direction. An open circle may represent an arrow and axis directed away from, or negative to, a viewing direction.

[0041] Now Fig. 3, which shows a first view 300 of the assembly 310 positioned about a longitudinal axis 306. The assembly 310 may be bisected by a line 304 that is perpendicular to the longitudinal axis 306. In this example, the line 304 may be vertical and may be used to take a sectional view of the assembly 310 herein. The assembly 310 may be formed by a housing 312 and a shift assembly 322 about a shaft 308. The shaft 308 may be centered about the longitudinal axis 306 such that a centerline of the shaft 308 may be approximately collinear with the longitudinal axis 306. The shaft 308 may carry gears and may be selectively coupled to gears via the shift assembly 322. The view 300 may be normal to the longitudinal axis 306 and the y-axis of the reference axes 301. As shown in the first view 300, the longitudinal axis 306 is represented by a filled circle.

[0042] The housing 312 may be arranged around the switching arrangement 322 and may partially enclose it. The switching arrangement 322 may be partially housed in a housing and in Fig. 3 may be visible from a hole 318. The hole 318 and a flange 314 around the hole may be positioned in a first direction 326 from the switch assembly 322. A cover 316 of the housing 312 may be positioned in a second direction 328 from the switch assembly 322. The second direction 328 is opposite the first direction 326. The first direction 326 and the second direction 328 may be a first longitudinal direction and a second longitudinal direction, respectively, where the first direction 326 and the second direction 328 are parallel to the longitudinal axis 306 and therefore are longitudinal. In the first view 300, the first direction 326 is represented by a filled circle and represents a direction into the first view 300. Likewise, in the first view 300, the second direction 328 is represented by an unfilled circle and represents a direction out of the view 300.

[0043] The flange 314 can attach the housing 312 to a transmission or a component of the transmission so that the housing 312 can be stable and an output of the shaft 308 can be drivingly coupled to a rotating element of the transmission. The cover 316 can prevent lubricant from leaving the housing in the second direction 328. In one embodiment, the flange 314 can be attached to a complementary surface, component, or feature of the transmission using a plurality of fasteners and complementary holes 320. The complementary holes 320 can extend through the material of the flange 314 and the housing 312 in a longitudinal direction relative to the longitudinal axis 306.

[0044] The shift assembly 322 may include a single or a plurality of forks and a single or a plurality of synchronizers. For example, the shift assembly 322 may include a first shift fork 324 and a first clutch assembly 332. The first shift fork 324 may be positioned outside the first clutch assembly 332. In one example embodiment, the first clutch assembly 332 may be a synchronizer. The first shift fork 324 may be a cast shift fork for a transmission, wherein the first shift fork 324 is a unitary and single component created by casting. For example, the first shift fork 324 and the first clutch assembly 332 may include the first arm 248 and the first engagement assembly 240, respectively, of Fig. 2. In another example, the first shift fork 324 and the first clutch assembly 332 may be the second arm 250 and the second engagement assembly 242, respectively, of Fig. 2. The first clutch assembly 332 may be coupled to the first shift fork 324 so that the first clutch assembly 332 may be actuated with the first shift fork 324. Likewise, a shift rod, such as a shift rod 224 of Fig. 2, be coupled to the first shift fork 324 so that the shift fork 324 can be actuated in a longitudinal direction when the shift rod moves in the longitudinal direction. The first clutch assembly 332 can selectively couple a gear of a gear assembly, referred to herein as a target gear. For example, a target gear can be the first gear 232 of Fig. 2. In another example, the target gear may be the third gear 236 of Fig. 2. When the target gear is selectively coupled via the first clutch assembly 332, it can be drivingly coupled to the shaft 308.

[0045] The first clutch assembly 332 may include a sleeve 334 and a hub 336. The sleeve 334 may be disposed around the hub 336. The hub 336 may be disposed around the shaft 308. The sleeve 334 may be coupled to the first shift fork 324 such that the sleeve 334 translates longitudinally with the first shift fork 324. The hub 336 may include a synchronizer ring and a blocking ring, or may be rotationally coupled thereto, for example, when the first clutch assembly 332 is a synchronizer.

[0046] In one embodiment, the first shift fork 324 may be a unitary and single component formed by molding features and components that blend into one another. Alternatively, some components, such as a plurality of vanes, may be attached to the shift fork 324. The shift fork 324 may include an arcuate portion or feature, such as the supporting arc 342. The supporting arc 342 may have a curvature with a first radius 340. The supporting arc 342 connects or includes a first arm 348 and a second arm 350. The supporting arc 342 connects or includes a first cantilever arm 344 and a second cantilever arm 346. The centerline of the first cantilever arm 344 and the centerline of the second cantilever arm 346 may be parallel and approximately collinear.The first arm 348 and the second arm 350 curve at an angle from the supporting arch 342 and are approximately continuous with the curvature thereof. The first cantilever arm 344 and the second cantilever arm 346 may extend from the supporting arch 342 to the inner surfaces of the housing 312. The first cantilever arm 344 has a first end opposite the end of the second cantilever arm 346. The first shift fork 324 may be positioned such that the centerlines of the first cantilever arm 344 and the second cantilever arm 346 are perpendicular to the longitudinal axis 306.

[0047] The first arm 348 and the second arm 350 may have a first inner surface 349 and a second inner surface 351, respectively. The first inner surface 349 and the second inner surface 351 may curve around and face the longitudinal axis 306, as well as portions of the first clutch assembly 332 and the shaft 308. The first inner surface 349 and the second inner surface 351 may include a plurality of molded protrusions extending in a perpendicular direction from each of the surfaces. The first shift fork 324 may include at least a pair of molded protrusions that may be used for lubrication. For example, a first molded protrusion, referred to herein as a first wing 352, may extend from the first inner surface 349 to the longitudinal axis 306. In this example, a second molded protrusion, referred to herein as second wing 354, may extend from second inner surface 351 to longitudinal axis 306.The first and second vanes 352, 354 may be curved so that the first and second vanes 352, 354 may curve around the shaft 308. The first and second vanes 352, 354 are structures, such as vanes, that can direct a working fluid away from the first inner surface 349 and the second inner surface 351, respectively. In an alternative embodiment, the first and second vanes 352, 354 may be attached to the first arm 348 and the second arm 350, respectively.

[0048] The first arm 348 may terminate in and encompass a first mounting component 356. The second arm 350 may terminate in and encompass a second mounting component 358. The first and second mounting components 356, 358 may be partially cylindrical in shape. The first mounting component 356 may have necked and chamfered surfaces that connect to the first arm 348. Likewise, the second mounting component 358 has necked and chamfered surfaces that connect to the first arm 348 and a first target 362.

[0049] The first target 362 is a target for a position sensor so that the position sensor can measure the position of the first shift fork 324 along the axis 306. The first target 362 can be molded or attached to the second arm 350. The first target 362 can extend from the second arm 350. An offset arm can be molded or attached to the second cantilever arm 346. The first target 362 can extend in a direction that is perpendicular or radial with respect to the axis 306 when the first shift fork 324 is positioned about the axis 306. For example, in view 300, the first target 362 can extend in a lateral direction with respect to the axis 306. Likewise, a direction-changing arm 360 can extend upwardly, in a vertical direction, from the second cantilever arm 346. Both the first target 362 and the direction changing arm 360 may extend from the shift fork 324 to the inner surfaces of the housing 312.The direction changing arm 360 can physically couple and operatively couple the shift fork 324 to a shift rod.

[0050] A first sleeve engagement assembly 372 may be attached to a first mounting component 356. Similarly, a second sleeve engagement assembly 374 may be attached to the second mounting component 358. The first and second sleeve engagement assemblies 372, 374 are engagement assemblies, such as a block, for a synchronizer sleeve, such as the sleeve 334. The first sleeve engagement assembly 372 may be positioned between the first mounting component 356 and the sleeve 334 and in surface contact with features of the sleeve 334. The second sleeve engagement assembly 374 may be positioned between the second mounting component 358 and the sleeve 334 and in surface contact with features of the sleeve 334. The surfaces of the sleeve 334 that are in surface contact with the first sleeve engagement assembly 372 may include a first contact surface.The surfaces of the sleeve 334 that are in surface contact with the second sleeve engagement assembly 374 may include a second contact surface. The sleeve gripping region may include the first contact surface and the second contact surface. When the first and second sleeve engagement assemblies 372, 374 are in surface contact with the sleeve 334, they may couple the sleeve 334 to the first shift fork 324, allowing the sleeve 334 to be actuated with the shift fork 324.

[0051] When the first sleeve engagement assembly 372 is attached to the first mounting component 356, the first notch 364 and portions of the first wing 352 may be positioned above the first sleeve engagement assembly 372. Likewise, the second notch 366 and portions of the second wing 354 may be positioned above the second sleeve engagement assembly 374 when the second sleeve engagement assembly 374 is attached to the second mounting component 358. The first notch 364 and portions of the first wing 352 may direct lubricant, such as oil, to the first sleeve engagement assembly 372. Likewise, the second notch 366 and portions of the second wing 354 may direct lubricant to the second sleeve engagement assembly 374.

[0052] The sleeve 334 may have a plurality of teeth complementary to the first hub 336. The first hub 336 may be coupled to the sleeve 334 for longitudinal translation with the sleeve 334. The sleeve 334 may be complementary to an engaging feature of a target gear, such as a gear rim, such that the sleeve 334 may be engaged and selectively coupled with the engaging feature. The engaging feature may be drivingly coupled to a target gear, thereby allowing the sleeve 334 to be selectively rotationally coupled to the target gear via the engaging feature. For example, the sleeve 334 may have teeth complementary to the teeth of the gear rim of the target gear. When the teeth of the sleeve 334 and the teeth of the gear ring are in engagement, the sleeve 334 can be selectively rotationally coupled to the gear ring.Furthermore, engagement of sleeve 334 with the gear ring can selectively rotationally couple clutch assembly 332 to the target gear. The gear ring can be a clutch, such as first clutch 244 or second clutch 246 of FIG. Fig. 2.

[0053] Now Fig. 4A, which shows a second view 400 of the assembly 310 positioned about a longitudinal axis 306. The second view 400 is a side view of the assembly 310, showing no preference for any axis other than the reference axes 301.

[0054] The second view 400 shows an end 422 of the shaft 308. The end 422 can be an input or an output. The end 422 can carry a rotating element, such as a gear, for example, an input or output gear, and driveably couple it to the switching assembly 322 and the shaft 308. The end 422 can be rigidly connected to the shaft 308. A Fig. 3 between the end 422 and the shaft 308 may be a transition region of the shaft 308. The transition region of the shaft 308, which includes the gap 423, need not have a spline. Likewise, the second view 400 shows a first gear ring 410 and a second hub 412. The first gear ring 410 and the second hub 412 may be positioned between the first shift fork 324 and a second shift fork 414. The first clutch assembly 332 may include and engage the first gear ring 410. The first gear ring 410 may have a plurality of teeth that may be complementary to and mesh with the sleeve 334. Likewise, a second clutch assembly, such as a second clutch assembly 624 of Fig. 6, may be slidably coupled to the second shift fork 414. The second shift fork 414 may be positioned outside the second clutch assembly 624. The second clutch assembly may be a synchronizer. The second clutch assembly may include a second hub 412 by which it is supported. The second clutch assembly may also include a structure 416. A second sleeve, such as the second sleeve 628 of Fig. 6, may be slidably coupled to and housed within structure 416. When slidably coupled, the second sleeve may translate when housed within structure 416 while the structure remains stationary. The second sleeve may be slidably coupled to the second shift fork 414. The second hub 412 may have a plurality of splines and / or teeth complementary to the splines of the sleeve of structure 416.

[0055] The second shift fork 414 may be a shift fork with approximately the same configuration as the first shift fork 324, where the second shift fork 414 may have approximately the same dimensions and features as the first shift fork 324. The second shift fork 414 may be positioned around components such as the shaft 308 and components of the second clutch assembly, such as the second sleeve 628. The second shift fork 414 may be slidably coupled to a second sleeve housed within the structure 416. The second sleeve may have approximately the same dimensions as the first sleeve 334. The second shift fork 414, the structure 416, and the second sleeve may be positioned longitudinally between the first shift fork 324 and the cover 316 around the shaft 308. In the second view 400, the first direction 326 and the second direction 328 may be represented by arrows.

[0056] The second shift fork 414 may be mirrored and reversed relative to the first shift fork 324 with respect to the longitudinal axis 306. For example, the second shift fork 414 may include a second target 426 for a second position sensor. The second target 426 may be an extension extending from an arm of the second shift fork 414. The second target 426 may be positioned to have a length 427 that is perpendicular to the axis 306 and parallel to an axis 455 when the second shift fork 414 is positioned about the axis 306. The second target 426 may have approximately the same dimensions as the first target 362. The second target 426 may extend, with respect to the longitudinal axis 306, to the side of the housing 312 opposite the side of the housing 312 to which the first shift fork 324 may extend. The second target 426 may extend to and through an inner surface 424 of the housing 312.The housing 312 may have a second inner surface on the opposite side of the longitudinal axis 306 from the inner surface 424. Like the second target 426 with the inner surface 424, the first shift fork 324 may extend to and through the inner surface of the housing 312 opposite the inner surface 424.

[0057] The second target 426 may extend from the second shift fork 414 to a first recess 428 of the housing 312. A region 430 may include the recess 428 and the second target 426. The region 430 may also include portions of the inner surface 424 and other components of the first and second shift forks 324, 414. The region 430 may be surrounded by a plurality of dashed lines. The recess 428 may encompass and be recessed into the inner surface 424. The recess 428 may be positioned around portions of the second target 426. The second shift fork 414 may be mounted such that the second target 426 does not rest on and / or make surface contact with the walls of the recess 428. When the second shift fork 414 is translated, it can move the second target 426 in a longitudinal direction within the walls of the recess 428.

[0058] The sleeve 334 includes a groove 442. The groove 442 may be flanked by a first wall 444 and a second wall 446. The first wall 444 and the second wall 446 may be disposed radially with respect to the longitudinal axis 306 and encompass the periphery of the sleeve 334. The groove 442 may be recessed through the material of the sleeve 334. The groove 442 may be recessed in a radial direction with respect to the longitudinal axis 306 around the periphery of the sleeve 334. The first sleeve-engaging assembly 372 may be positioned within and partially encased by the groove 442, such as when the first sleeve-engaging assembly 372 is secured to the first mounting component 356. The first sleeve engagement assembly 372 may be flanked by and in surface contact with the first wall 444 and the second wall 446, such as when the first sleeve engagement assembly 372 is attached to the first mounting component 356.Likewise, the first sleeve engagement assembly 374 may be positioned within and partially encased in the groove 442, such as when the second sleeve engagement assembly 374 is attached to the second mounting component 358. The second sleeve engagement assembly 374 may be flanked by and in surface contact with the first wall 444 and the second wall 446, such as when the second sleeve engagement assembly 374 is attached to the second mounting component 358. The first sleeve engagement assembly 372 and the second sleeve engagement assembly 374 may be in surface contact with surfaces of the groove 442. When the first and second sleeve engagement assemblies 372, 374 are inserted into the groove 442 and secured to the first mounting component 356 and the second mounting component 358, respectively, the sleeve 334' may be slidably coupled to the first shift fork 324.The sleeve 334 and the first clutch assembly 332 can rotate and orbit about the longitudinal axis 306 when drivingly coupled to the first shift fork 324.

[0059] The first sleeve engagement assembly 372 may be coupled to the first mounting component 356 via a first fastener 452. Likewise, the second sleeve engagement assembly 374 may be attached to the second mounting component 358 via a second fastener 454. Portions of the first sleeve engagement assembly 372 may be inserted through a first complementary hole and a second groove 460. The second groove 460 may have surfaces around the first sleeve engagement assembly 372 that support it and are in surface contact therewith. The first sleeve engagement assembly 372 may be attached to the first mounting component 356, such as when a projection of the first sleeve engagement assembly 372 is inserted into the first complementary hole of the first mounting component 356 and the first fastener 452 is inserted into a second complementary hole of the first mounting component 356.The first fastener 452 may prevent slipping or other movement of the first sleeve engagement assembly 372 along the axis 455. Portions of the second sleeve engagement assembly 374 may be inserted through a third complementary hole 458 and a third groove 462. The third groove 462 may have surfaces around, supporting, and in surface contact with the second sleeve engagement assembly 374. The second sleeve engagement assembly 374 may be secured to the second mounting component 358, such as when a tab 457 of the second sleeve engagement assembly is inserted into the third complementary hole 458 of the second mounting component 358 and the second fastener 454 is inserted into a fourth complementary hole of the second mounting component 358. The second fastener 454 may prevent slipping or other movement of the second sleeve engagement assembly 374 along the axis 455.The axis 455 may be lateral and perpendicular to the longitudinal axis 306. The axis 455 may be concentric with a plurality of holes complementary to the first mounting component 356 and the second mounting component 358, such as the third complementary hole 458.

[0060] The end 422 may include a plurality of splines 472, which may be complementary to a gear, such as the input gear or output gear described above, or another rotating element. Likewise, the shaft 308 may include a plurality of splines 474, which may be complementary to a plurality of splines or teeth of the first clutch assembly 332. The sleeve 334 may include a plurality of teeth 476. The teeth 476 may be complementary to a plurality of splines 478 of the first hub 336.

[0061] As the first sleeve 334 rotates, friction may be generated between the surfaces of the first groove 442, the first wall 444, and the second wall 446, and the first sleeve engagement assembly 372 and the second sleeve engagement assembly 374. To reduce the buildup of heat energy and friction on the surfaces of the first sleeve 334, the first sleeve engagement assembly 372, and the second sleeve engagement assembly 374, lubricant may be delivered via features of the first shift fork 324 to the sleeve 334, the first sleeve engagement assembly 372, and the second sleeve engagement assembly 374. For example, a lubricant may follow a flow path 480 to lubricate the first sleeve engagement assembly 372 or the second sleeve engagement assembly 374. The flow path 480 may be represented by a first set of dashed arrows.

[0062] The flow path 480 may begin when lubricant is sprayed from a target gear complementary to the clutch assembly 332 toward the first shift fork 324. The flow path 480 may also originate from the center of the shaft 308. The flow path may originate from the end 422 and another portion of the shaft 308. The shaft 308 may be hollow and have a plurality of through holes to the hollow portion of the shaft 308. Rotation of the shaft 308 may send lubricant radially outward from the shaft 308 via the through holes. In either example, lubricant may spray from a rotating member supported and rotationally coupled to the end 422 and / or the end 422. Lubricant may spray against and wet a surface of the supporting arch 342. In this and another example, lubricant may splash from a rotating element, such as a gear, housed in the housing 312.The force of gravity and the adhesive force of the lubricant against the surface material of the first shift fork 324 can pull lubricant away from the surface of the supporting arch 342 and toward the surfaces of the first and second arms 348, 350. As the lubricant is pulled toward opposing arms, the flow path can split. Gravity and the adhesive force can pull lubricant that wets the first arm 348 toward the first inner surface 349. From the first inner surface 349, gravity and the adhesive force can attract the lubricant so that it wets the first wing 352. Lubricant can drip from the first wing 352 into the first groove 442. Lubricant can drip from the first wing 352 onto the first sleeve-mounted engagement assembly 372. Lubricant may also be carried by the first groove 442 and other features of the sleeve 334 to wet the first sleeve engagement assembly 372.Lubricant can be directed by the first notch 364 away from the inner surface 351 to a tip of the first wing 352. Lubricant can collect at the tip formed by the first wing 352 and the first notch 364 and drip therefrom onto the first sleeve-mounted engagement assembly 372. Likewise, gravity and adhesive force can pull lubricant wetting the second arm 350 toward the second inner surface 351. From the second inner surface 351, gravity and adhesive force can attract the lubricant so that it wets the second wing 354. Lubricant can drip from the second wing 354 into the first groove 442. Lubricant can drip from the second wing 354 onto the second sleeve-mounted engagement assembly 374. Lubricant may also be carried by the first groove 442 and other features of the sleeve 334 to wet the second engagement assembly 374 on a sleeve.Lubricant may be directed by the second notch 366 away from the second inner surface 351 and toward a tip on the second wing 354. Lubricant may collect at the tip formed by the second wing 354 and the second notch 366 and drip therefrom onto the second sleeve engagement assembly 374. Lubricant may drain from the first sleeve engagement assembly 372, the second sleeve engagement assembly 374, and the sleeve 334 into a sump, such as the sump 228 of FIG. Fig. 2, drops.

[0063] It will now Fig. 4B, where a view 490 of region 430 is shown. View 490 shows a position sensor 492. Position sensor 492 may determine the position of second target 426 within recess 428 with respect to an axis parallel to axis 306. Position sensor 492 may determine the change in position from a point along an axis parallel to axis 306 in either first direction 326 or second direction 328. Data regarding the position of second target 426 may be used by a controller and / or computer processor communicatively coupled to position sensor 492 to determine the position of second shift fork 414. For example, position sensor 492 may measure a distance 498. The distance 498 may be between a first surface 494 of the position sensor 492 and a second surface 496 of the second target 426.The length of the distance 498 may be variable and change when the second target 426 is actuated with the second shift fork 414.

[0064] A second position sensor of the same type as position sensor 492 may be used to measure the position of first target 362 as it moves in a complementary recess opposite recess 428 across axis 306. The second position sensor may measure the position of first target 362 in a similar process to how position sensor 492 may measure second target 426, as described above. The second position sensor may be communicatively coupled to a controller and / or computer processor. Data from the second position sensor may be used by the controller and / or computer processor to determine the position of first shift fork 324.

[0065] Now Fig. 5, which shows a third view 500 of the first shift fork 324, wherein the first shift fork is isolated from other components of the assembly 310 and the shaft 308. The first shift fork 324 may be positioned about an axis 512. The first shift fork 324 may be centered about the axis 512. The axis 512 may be parallel to the longitudinal axis 306 and may therefore be longitudinal.

[0066] The first arm 348 may have a first surface 516 that connects to the supporting arch 342. The second arm 350 may have a second surface 518 that connects to the supporting arch 342. The first arm 348 and the second arm 350 may be connected to the supporting arch via the first surface 516 and the second surface 518, respectively. The first surface 516 and the second surface 518 may be integrally molded to the supporting arch 342. The first cantilever arm 344 and the second cantilever arm 346 may extend from and be partially joined to the first and second surfaces 516, 518. The first surface 516 may be raised to have a greater thickness than the second surface 518. The first surface 516 and the second surface 518 may terminate at the curvature of the first inner surface 349 and the second inner surface 351, respectively. The first wing 352 may include a first tip 520, and the second wing 354 may include a second tip 522.The first wing 352 may include a first edge 528, and the second wing 354 may include a second edge 530. The first peak 520 may be disposed between the first notch 364 and the first edge 528. The second peak 522 may be disposed between the second notch 366 and the second edge 530. The first peak 520 may be disposed above a first sleeve engagement assembly, such as the first sleeve engagement assembly 372 of FIG. Fig. 3, and be directed thereto. The second tip 522 may be positioned above a second sleeve engagement arrangement, such as the second sleeve engagement arrangement 374 of Fig. 3, be positioned and directed towards them.

[0067] The first inner surface 349 may have a curvature with a second radius 524 for the first arm 348. The second inner surface 351 may have a curvature with a third radius 526 for the second arm 350. The second radius 524 and the third radius 526 may have approximately the same length. The first edge 528 may have a curvature with a fourth radius 529. The second edge 530 may have a curvature with a fifth radius 531. The fourth radius 529 and the fifth radius 531 may have approximately the same length. The fourth and fifth radii 529, 531 may have a length greater than that of the second and third radii 524, 526.

[0068] The first cantilever arm 344 may include two sections in the form of a first part 532 and a second part 534, which are arranged at or closest to the end of the first cantilever arm 344. Likewise, the second cantilever arm 346 may include two sections in the form of a third part 536 and a fourth part 538, which are arranged at or closest to the end of the second cantilever arm 346. A first shoulder 540 may be located between the first part 532 and the second part 534. Likewise, a second shoulder 542 may be located between the third part 536 and the fourth part 538. The second part 534 and the fourth part 538 may have a first diameter 544. The first part 532 and the third part 536 may have a second diameter 546. The first shoulder 540 and the second shoulder 542 may have a third diameter 548.The other portions of the first cantilever arm 344 and the second cantilever arm 346 may have a fourth diameter 550. The fourth diameter 550, the third diameter 548, and the second diameter 546 may be larger than the first diameter 544. The fourth diameter 550 and the third diameter 548 may be larger than the second diameter 546. The fourth diameter 550 and the third diameter 548 may have approximately the same length. The first portion 532 and the third portion 536 may have the same second diameter 546 to accommodate fasteners of the housing 312. Fig. 3 to provide.

[0069] The second part 534 may be inserted into a bushing assembly or bearing assembly mounted on an inner surface or a recess of an inner surface of the housing 312 of Fig. 2 is mounted. Likewise, the fourth part 538 can be inserted into a bushing assembly or bearing assembly mounted to an inner surface or a recess of an inner surface of the housing 312. The second part 534 can support or be supported by a first type of bushing or a first type of bearing. The fourth part 538 can support or be supported by a second type of bushing or a second type of bearing. The first type of bushing and the second type of bushing can be the same type of bushing. The first type of bearing and the second type of bearing can be the same type of bearing. In one example embodiment, bushings, such as the first type of bushing and the second type of bushing, respectively, can support and be supported by the second part 534 and the fourth part 538. In another example embodiment, bearings, such as the first type of bearing and the second type of bearing, respectively, can support and be supported by the second part 534 and the fourth part 538.The second type of bearing supports and is supported by the second portion 534 and the fourth portion 538. Bearings supporting or being supported by the second portion 534 and the fourth portion 538 can be roller bearings or pin bearings. The bearings and bearing assembly supporting or being supported by the second portion 534 and the fourth portion 538 can support the first shift fork 324 and allow it to smoothly translate in the first direction 326 or the second direction 328 when installed in the housing 312.

[0070] View 500 shows that the direction-changing arm 360 may extend upwardly in a vertical direction from the second cantilever arm 346. The direction-changing arm 360 may include a first extension 556 and a second extension 558. The first and second extensions 556, 558 may extend upwardly from a bend 555. The bend 555, the first extension 556, and the second extension 558 may be arranged around a cavity concentric with which a shift rod, such as the shift rod 224, may be positioned. In one embodiment, the first and second extensions 556, 558 may include a third mounting component 552 and a fourth mounting component 554. The first extension 556 may be attached to the shift rod by a third mounting component 552. In this example, the second extension 558 may be attached to the shift rod via the fourth mounting component 554.A clevis may include the third mounting component 552 and the fourth mounting component 554. A fastener, such as a pin or bolt, may extend through the third mounting component 552, a complementary through-hole of the shift rod, and the fourth mounting component 554 to secure the direction-changing arm 360 to the shift rod. The bend 555 may have a radius 559. The radius 559 may be large enough to allow the bend 555 to be positioned around the shift rod.

[0071] The first target 362 includes a rib 563, a cavity 560, and a boss 561. The cavity 560 may have smoothed and chamfered surfaces and edges. The cavity 560 may act as a clearance feature for installation of the extension 457 through the third complementary hole 458. The cavity 560 may be positioned between the second mounting component 358 and the boss 561 with respect to a lateral axis, such as the x-axis of the reference axes 301. The cavity 560 may be positioned below the rib 563. In one embodiment, the cavity 560 is positioned below the rib 563 in the third view 500 when the first target 362 is positioned about the axis 512. The second target 426 may have the same or approximately the same dimensional features and components as the first target 362.

[0072] The first mounting component 356 may include a first hole 562. The first hole 562 may be concentric with a first bead 564. The second mounting component 358 may include a second hole 566. The second hole 566 may be concentric with a second bead 568. The first and second bead 564, 568 may each have a surface that may be approximately normal to the axis 512, such as when the first shift fork 324 is positioned about the axis 512. The first hole 562 may be complementary to the first fastener 452. The first bead 564 may carry and abut features of the first fastener 452, such as a head. Likewise, the second hole 566 may be complementary to the second fastener 454. The second bead 568 may carry and abut features of the second fastener 454, such as a head.The first hole 562 and the second hole 566 may be the second complementary hole and the fourth complementary hole used for . Fig. 4A were described.

[0073] The lug 561 may be curved and corrugated so that it extends partially in a direction approximately perpendicular to the direction in which the other portions of the first target 362 may extend. Likewise, a portion of the lug 561 may extend in a direction approximately parallel to the direction in which the other portions of the first target 362 may extend. For example, when the first shift fork 324 is positioned about the axis 512, as in view 500, the length that the rib 563 extends may be approximately parallel to the axis 455. A first portion of the lug 561 may have a length that extends approximately longitudinally, perpendicular to the axis 455. A second portion of the lug 561 may have a length that extends approximately parallel to the rib 563 and the axis 455.

[0074] Considering again the first and second wings 352, 354, the first wing 352 may have a first thickness 572 and the second wing 354 may have a second thickness 574. When the first shift fork 324 is positioned about the axis 512, the first thickness 572 and the second thickness 574 may be approximately parallel to the axis 512. The first thickness 572 may be variable such that the first thickness 572 may decrease in length toward and at the edge of the first tip 520. Likewise, the second thickness 574 may be variable such that the second thickness 574 may decrease in length toward and at the edge of the second tip 522.

[0075] Considering again the first mounting component 356, the first mounting component 356 may include a plurality of platforms, such as a first platform 582 and a second platform 584. The first and second platforms 582, 584 may be cylindrical in shape and are referred to herein as the first cylindrical platform 582 and the second cylindrical platform 584, respectively. Likewise, the second mounting component 358 may include a plurality of platforms, such as a third platform 586 and a fourth platform 588. The third and fourth platforms 586, 588 may be cylindrical in shape and are referred to herein as the third cylindrical platform 586 and the fourth cylindrical platform 588, respectively.The first platform 582, the second platform 584, the third platform 586, and the fourth platform 588 may be used for clamping when the first mounting component 356 and the second mounting component 358 are manufactured, for example, by machining. The first shift fork 324 may include a plurality of other features that are raised or that extend parallel to a surface of the shift fork 324 material. For example, the second arm 350 may include a platform 590. The platform 590 may extend in a direction parallel to a longitudinal axis, such as the axis 512. The platform 590 may be an ejector feature of the first arm 348 after molding.

[0076] It will now Fig. 6, where a fourth view 600 of the assembly 310 is shown. The fourth view 600 is a sectional view taken along a line 304 of Fig. 3. The fourth view 600 may be normal to the axis 455. The fourth view 600 shows internal components of the switch assembly 322 that are encased by the housing 312 and not visible in previous views by virtue of the hole 318.

[0077] The fourth view 600 shows that the housing 312 may include a cavity 610. The cavity 610 may face the second direction 328 of the structure 416. The cavity 610 may receive portions of a first gear 614. The cavity 610 may receive a ring gear 612 and a second gear 616. The ring gear 612 may be positioned around the second gear 616. The second gear 616 may be positioned radially around a portion of the first gear 614 with respect to the axis 306. The first gear 614 may be positioned radially around the shaft 308 with respect to the axis 306. A second clutch assembly 624 may include the structure 416 and may include components slidably coupled to the second shift fork 414. The first gear 614 may include a boss 620. The projection 620 may extend from a bolt circle 621 in the first direction 326.

[0078] The first gear 614 includes or is drivingly coupled to the first gear ring 410. The second gear 616 may include or be drivingly coupled to a second gear ring 622. The first gear ring 410 may be engaged by the first clutch assembly 332 or a second clutch assembly 624. The second gear ring 622 may be engaged by the second clutch assembly 624. The second clutch assembly 624 may include the structure 416. The structure 416 may include a hole 626. The hole 626 may be splined and house a second sleeve 628. The second sleeve 628 may be positioned within the hole 626 and mesh with the splines of the hole 626 by means of a plurality of complementary teeth or splines.The second sleeve 628 may be positioned around the second hub 412 and mesh with teeth of the second hub 412 by means of a plurality of complementary teeth or splines. The second sleeve 628 may be slidably coupled to the second shift fork 414 such that the second sleeve 628 can translate in the same direction and approximately the same distance as the second shift fork 414. The second shift fork 414 can translate the second sleeve 628 away from the second hub 412 in the first direction 326 or the second direction 328. The first sleeve 334 may be positioned approximately radially around the hub 336 and / or the first ring gear 410. The second sleeve 628 may be positioned approximately radially around the second hub 412 and / or the first ring gear 410. The second sleeve 628 may also be positioned approximately radially around the second hub 412 and / or the second gear ring 622.

[0079] The first gear 614 may be a target gear for the first clutch assembly 332 and the second clutch assembly 624. Likewise, the second gear 616 may be a target gear for the second clutch assembly 624. The first gear 614 may be the first gear 232 or the third gear 236 of Fig. 2. Likewise, the second gear 616 may be the first gear 232 or the third gear 236, wherein the second gear 616 may be the third gear 236 when the first gear 614 is the first gear 232, or the second gear 616 may be the first gear 232 when the first gear 614 is the third gear 236.

[0080] The first gear 614 may be a target gear for the first sleeve 334 and the second sleeve 628 such that the first and second sleeves 334, 628 may engage the first gear 614. When the first sleeve 334 engages the first gear 614, the first clutch assembly 332 may be selectively rotationally coupled to the first gear 614. The first clutch assembly 332 may driveably couple the first gear 614 to the first hub 336 when rotationally coupled to the first gear 614. When the second sleeve 628 engages the first gear 614, the second clutch assembly 624 may be selectively rotationally coupled to the first gear 614. The second clutch assembly 624 can driveably couple the first gear 614 to the second hub 412 when rotationally coupled to the first gear 614.Likewise, the second gear 616 may be a target gear for the second sleeve 628 such that the second sleeve 628 may engage the second gear 616. When the second sleeve 628 engages the second gear 616, the second clutch assembly 624 may be selectively rotationally coupled to the second gear 616. The second clutch assembly 624 may driveably couple the second gear 616 to the second hub 412 when rotationally coupled to the second gear 616.

[0081] A plurality of first bearings 632 may be positioned radially around the shaft 308. A plurality of second bearings 634 may be positioned radially around the boss 620. Likewise, a third bearing 636a, a fourth bearing 636b, and a fifth bearing 636c may be positioned radially around the boss 620. The first gear 614 may be positioned around and supported by the first bearings 632. The second gear ring 622 and the second hub 412 may be positioned around and supported by the second bearings 634. At least one of the second bearings 634 may be complementary to and support the second gear ring 622. At least one of the second bearings 634 may be complementary to and support the second hub 412. The first gear ring 410 does not need to be supported by bearings and can be physically rotationally coupled to the first gear 614 via the shoulder 620.The third bearing 636a may be positioned between the first gear 614 and the second gear ring 622 when positioned around the boss 620. The fourth bearing 636b may be positioned between the second gear ring 622 and the second hub 412 when positioned around the boss 620. The fifth bearing 636c may be positioned between the second hub 412 and the first gear ring 410 when positioned around the boss 620. The third bearing 636a may prevent surface contact and displacement between the second gear ring 622 and the first and second gears 614, 616. The fourth bearing 636b may prevent surface contact and displacement between the second gear ring 622 and the second hub 412. The fifth bearing 636c can prevent surface contact and displacement between the second hub 412 and the first gear ring 410.Note that the use of bearings may not be limiting. For example, a plurality of bearings may be used instead of the first bearing 632 and the second bearing 634. Likewise, in this or another example, a bushing may be used instead of each of the third bearing 636a, fourth bearing 636b, and fifth bearing 636c.

[0082] The first gear ring 410 may include a plurality of first teeth 642 and a plurality of second teeth 644 extending radially from the periphery of the first gear ring 410. The plurality of first teeth 642 may be complementary to the teeth 476 of Fig. 4A and may be intermeshed with them. The plurality of second teeth 644 may be complementary to and intermeshed with teeth of the second sleeve 628. The teeth of the second sleeve 628 may be positioned around an inner diameter 647 of the second sleeve 628. The teeth 476 may extend radially toward the axis 306 when the first sleeve 334 is positioned around the axis 306. The teeth of the second sleeve 628 may extend radially toward the axis 306 when the second sleeve 628 is positioned around the axis 306.

[0083] The second gear ring 622 may include a shoulder, such as a flange 648. The flange 648 may extend radially and in the second direction 328 from the second gear ring 622. The flange 648 may abut a countersunk hole 650 on the second gear ring 622. The countersunk hole 650 may have edges positioned radially around the flange of the second gear 616. A fastener 652 may secure the flange 648 to the countersunk hole 650. When secured to the countersunk hole 650, the flange 648 may secure and rotationally couple the second gear ring 622 to the second gear 616. Similarly, a fastener 654 may secure and rotationally couple the first gear ring 410 to the shoulder 620. The fastener 654 may be annular. The fastener 652 may be positioned radially around the boss 620, such as around and inserted into a groove 656.The groove 656 can prevent movement of the fastener 654 in the first direction 326 or the second direction 328 without deliberate force. The fastener 654 can prevent the first gear ring 410 from disengaging from a position about the shoulder 620. The fastener 654 can prevent movement of the first gear ring 410 in the first direction 326 from the position about the shoulder 620.

[0084] The shift assembly 322 can enable three speeds. Each mode that enables a different speed may be referred to herein as a gear, such as a first gear mode, a second gear mode, and a third gear mode. In one embodiment, the shift assembly 322 can enable the first gear mode through engagement of the second sleeve 628 and the second gear 616. The shift assembly 322 can enable the second gear mode through engagement of the second sleeve 628 and the first gear 614. The shift assembly 322 can enable a third gear mode through engagement of the first sleeve 334 and the first gear 614. To engage a first gear mode, the second sleeve 628 can be translated in the second direction 328 to engage the second gear ring 622.The second sleeve 628 can engage the second ring gear 622 via the teeth of the second sleeve 628 that mesh with the third teeth 646. For engagement in a second gear mode, the second sleeve 628 can be translated in the first direction 326 to engage the first ring gear 410. The second sleeve 628 can engage the first ring gear 410 via the teeth of the second sleeve 628 that mesh with the second teeth 644. For engagement in a third gear mode, the first sleeve 334 can be translated in the second direction 328 to engage the first ring gear 410. The first sleeve 334 can engage the first ring gear 410 via the teeth 476 that mesh with first teeth 642. In first and second gear modes, the first sleeve 334 does not need to engage with the first gear ring 410.In third gear mode, the second sleeve 628 does not need to engage either the first gear ring 410 or the second gear ring 622.

[0085] View 600 also shows a fastener 662. The fastener 662 may be one of a plurality of fasteners that are complementary to holes 320 and that may be used to attach a cover to the flange 314 and / or the flange 314 to the housing 312.

[0086] The lubricant from the first gear 614 can be sprayed onto the first shift fork 324, the second shift fork 414, and the structure 416. For example, lubricant can be sprayed radially on the boss 620 to wet the first shift fork 324, the second shift fork 414, and the structure 416. Lubricant can be sprayed onto the boss 620 by means of teeth of the first gear 614 or from the shaft 308. The shaft 308 can be hollow with and include a channel 664. Lubricant can be received in and flow through the channel 664. The lubricant can be distributed through a plurality of through-holes 666 onto a plurality of outer surfaces 668 of the shaft 308. The through-holes 666 can be through-holes defined with reference to the flow path 480 of Fig. 4A. The lubricant may be driven radially outward through the through-holes 666 toward the outer surfaces 668 by forces generated by the orbiting or rotating of the shaft 308 about the axis 306. Lubricant on the outer surfaces 668 may be projected away from the shaft 308 or carried further outward in a radial direction to spray other components of the assembly 310. For example, lubricant may be projected from the shaft 308 onto the first shift fork 324. In another example, lubricant may be thrown from the shaft 308 onto the first gear 614 and from components of the first gear 614, such as the boss 620, onto features such as the first shift fork 324, the second shift fork 414, the first gear ring 410, the second hub 412, the second gear ring 622, the second bearings 634, the third bearings 636a, the fourth bearings 636b, the fifth bearings 636c.

[0087] Lubricant, such as oil, may follow a flow path 670. The lubricant flow path 670 may lubricate the components of the shift assembly 322. The flow path 670 begins at the first gear 614, where lubricant may be sprayed onto the first gear 614 via another toothed gear. The lubricant may wet the first gear 614, including the teeth around the bolt circle 621 and the boss 620. Additionally or alternatively, the lubricant may be projected from the outer surfaces 668 and spray the boss 620. Lubricant in the flow path 670 may be sprayed from the boss 620 along a plurality of subsidiary flow paths, such as a first subsidiary flow path 672, a second subsidiary flow path 674, a third subsidiary flow path 676, and a fourth subsidiary flow path 678.The lubricant from the first substream 672 can spray and lubricate the third bearing 636a, the second ring gear 622, and one of the second bearings 634 supporting the second ring gear 622. Lubricant from the second substream 674 can spray and lubricate the fourth bearing 636b, the second ring gear 622, one of the second bearings 634 supporting the second ring gear 622, the second hub 412, and one of the second bearings 634 supporting the second hub 412. The lubricant from the third substream 676 can spray and lubricate the fifth bearing 636c, the second hub 412, one of the second bearings 634 supporting the second hub 412, and the first ring gear 410. Lubricant from the fourth bypass stream 678 can spray and lubricate the first gear ring 410 and components of the first clutch assembly 332.Lubricant from the third substream 676 and the fourth substream 678 may combine to form a fifth substream 680. The fifth substream 680 may spray and lubricate the features and components of the first shift fork 324, the second shift fork 414, and the structure 416. Features of the first shift fork 324, such as the first vane 352 and the second vane 354 of FIG. Fig. 3, lubricants may be directed to the first sleeve 334 and to components that push the first sleeve 334 toward the first shift fork 324, such as the first sleeve engagement assembly 372 and the second sleeve engagement assembly 374 of Fig.3. Likewise, features of the second shift fork 414, such as features with similar dimensions to the first wing 352 and the second wing 354, can direct lubricant to the structure 416, the second sleeve 628, and components that slidably couple the second sleeve 628 to the second shift fork 414. The components that slidably couple the second sleeve 628 to the second shift fork 414 can be sleeve engagement assemblies of the same type or approximately the same dimensions as the first sleeve engagement assembly 372 and the second sleeve engagement assembly 374.

[0088] In this manner, sleeve engagement assemblies such as shift pads, a sleeve, and a shift fork can be passively lubricated when a synchronizer is engaged or disengaged with a target gear. The sleeve engagement assemblies can receive lubrication directly by dripping. Lubricant, such as oil, can be supplied to lubricate the sleeve engagement assemblies without the use of a motor-driven or pressure-operated device such as an atomizer, or fresh lubricant can be supplied from a sump to lubricate the sleeve engagement assemblies, where the fresh lubricant has not yet been used to lubricate another component of the transmission. The lubricant can be provided by spraying from a target gear onto the arcuate portion of a shift fork. The shift fork can include arms with vanes, where the vanes can be vanes or similar structures.The wings can direct lubricant that wets the shift fork to sleeve engagement assemblies and contact surfaces between the sleeve engagement assemblies and the sleeve.

[0089] Although various embodiments have been described above, it should be understood that they have been presented as examples, not by way of limitation. It will be apparent to one skilled in the art that the disclosed subject matter may be embodied in other specific forms without departing from the spirit of the subject matter. The embodiments described above are, therefore, to be considered in all respects as illustrative, not restrictive. Thus, the configurations and routines disclosed herein are exemplary, and these specific examples are not to be considered in a limiting sense, as numerous variations are possible. For example, the above technique may be applied to input trains that include different types of input sources, including different types of traction motors, internal combustion engines, and / or transmissions.The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions and / or properties disclosed herein.

[0090] Note that the example control and estimation routines included herein can be used with various configurations of internal combustion engines, electric machines, transmissions, and / or vehicle systems. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by the control system, including the controller, in combination with the various sensors, actuators, and other hardware of the internal combustion engine. The specific routines described herein can be one or more of a variety of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. Thus, various illustrated actions, operations, and / or functions can be performed in the order illustrated, in parallel, or in some cases omitted.Likewise, the order of processing is not essential to achieving the features and advantages of the embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated actions, operations, and / or functions may be performed repeatedly depending on the particular strategy employed. Further, the described actions, operations, and / or functions may represent code programmed in non-transitory memory of the computer-readable storage medium in the vehicle control system, wherein the described actions are performed by executing the instructions in a system including the various engine hardware components in combination with the electronic control and regulation device.

[0091] It should be noted that the configurations and routines disclosed herein are exemplary and not limiting, as numerous variations are possible. For example, the above technology may be applied to V-6, I-4, I-6, V-12, horizontally opposed four-stroke, and other types of internal combustion engines. Furthermore, unless expressly stated otherwise, the terms "first," "second," "third," and the like are not intended to denote order, position, quantity, or importance, but are used merely as labels to distinguish one element from another. The subject matter of the present disclosure includes all novel and non-obvious combinations and sub-combinations of the various systems and configurations and other features, functions, and / or characteristics disclosed herein.

[0092] The following claims particularly point out certain combinations and subcombinations that are considered novel and non-obvious. These claims may refer to "a" element or "a first" element, or an equivalent thereof. These claims should be understood to include incorporation of one or more of such elements, but neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by presenting new claims in this or a related application. Such claims, whether broader, narrower, of the same or different breadth as the original claims, are also considered to be included within the subject matter of the present disclosure.

Claims

[1] Gearbox shift fork, comprising: an arched part, wherein a pair of vanes project radially and inwardly from an inner surface of the arcuate portion and direct oil to a sleeve engagement region of a coupling. [2] The transmission shift fork of claim 1, wherein the arcuate portion of the shift fork is a single and unitary component. [3] A transmission shift fork according to any one of the preceding claims, wherein the arcuate portion comprises and merges into a first arm and a second arm. [4] The transmission shift fork of claim 3, wherein the pair of vanes is formed by a first vane and a second vane, the first vane being physically coupled to the first arm and the second vane being physically coupled to the second arm. [5] A transmission shift fork according to claim 3 or 4, wherein the first arm comprises a first mounting component and a second mounting component, where a first sleeve engagement assembly and a second sleeve engagement assembly are mounted to the first mounting component and the second mounting component. [6] A transmission shift fork according to claim 5, wherein the arcuate portion of the shift fork is positioned radially outward of a clutch. [7] The transmission shift fork of claim 6, wherein a first sleeve engagement arrangement and a second sleeve engagement arrangement are in surface contact with a sleeve of the clutch, the sleeve engagement region comprising a first contact surface for the first sleeve engagement arrangement and a second contact surface for the second sleeve engagement arrangement. [8] A transmission shift fork according to claim 7, wherein the clutch is a synchronizer. [9] The transmission shift fork of claim 8, wherein the first wing extends from a first inner surface of the first arm and the second wing extends from a second inner surface of the second arm, the inner surface of the arcuate portion comprising the first inner surface and the second inner surface. [10] The transmission shift fork of claim 9, wherein the first wing has a first tip and the second wing has a second tip. [11] The transmission shift fork of claim 10, wherein the first tip is positioned above and directed toward a first sleeve engagement arrangement and the second tip is positioned above and directed toward a second sleeve engagement arrangement. [12] The transmission shift fork of claim 11, wherein the first wing and the second wing are positioned radially outwardly of a groove of the sleeve, the sleeve having features around and in surface contact with the first sleeve engagement arrangement and the second sleeve engagement arrangement. [13] A transmission shift fork according to claim 11 or 12, wherein a first notch is disposed between the first tip and the first inner surface and a second notch is disposed between the second tip and the second inner surface. [14] The transmission shift fork of claim 13, wherein the first wing has a first thickness and the second wing has a second thickness, the first thickness decreasing in length between the first inner surface and the first tip and the second thickness decreasing in length between the second inner surface and the second tip.

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