Sean A Simpson

US Patent:

8122787, Feb 28, 2012

Filed:

Mar 20, 2009

Appl. No.:

12/408196

Inventors:

Sean Simpson - Troy MI, US
Jonathan Hottenstein - Royal Oak MI, US
Gregory Chessky - Walled Lake MI, US
Pete R. Garcia - Troy MI, US

Assignee:

GM Global Technology Operations LLC - Detroit MI

International Classification:

F16H 57/02

US Classification:

74606R

Abstract:

A transmission includes a transmission case, a rotatable component disposed within the transmission case, and a sump disposed below the rotatable component for storing a hydraulic fluid. A gear train baffle is disposed between the rotatable component and the transmission case. The baffle includes an outer surface, an inner surface defining a cavity that substantially encircles the rotatable component, and a plurality of tabs disposed radially outward from the outer surface. The plurality of tabs are in contact with the transmission case to prevent the baffle from rotating. A plurality of openings are located at a bottom portion of the baffle. The plurality of openings extend through the baffle between the inner surface and the outer surface. The hydraulic fluid from the rotatable component collects on the inner surface of the baffle and is directed out of the cavity through the plurality of openings into the sump.

US Patent:

20120130603, May 24, 2012

Filed:

Nov 16, 2011

Appl. No.:

13/297804

Inventors:

Sean Michael Simpson - Troy MI, US
Mark Wayne Simpson - Warren MI, US
John Richard Czoykowski - Grosse Pointe Park MI, US

International Classification:

G06F 17/00

US Classification:

701 51

Abstract:

This system creates a virtual image of the user's entire operating environment using a combination of hub speed, crank speed, inclination, and acceleration measurements. With this information, the system is able to understand the output torque and speed, and through control of the transmission, change the “gear ratio” to achieve a more desired operating condition based on the individual user's preferences. In addition, this system is designed to also work with a continuously variable transmission to avoid the shortfall of the state of the art systems, which can only get within a wide range of the optimal cadence because of the fixed ratios of a derailleur system.