Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: An electric drivetrain having a primary motor-generator assembly, an electric axle drive unit and a power source. The primary motor-generator assembly includes a primary mover, a first gearbox in driving engagement with the primary mover and a first clutch. The first gearbox is in driving engagement with the primary mover. The electric axle drive unit includes a differential assembly, a second motor-generator assembly in driving engagement with a wheel assembly and a third motor-generator assembly in driving engagement with another wheel assembly. The differential assembly is in selective engagement with the first clutch, the second motor-generator assembly via a first axle clutch, and the third motor-generator assembly via a second axle clutch. The electric axle drive unit is selectively engaged with the primary motor-generator assembly via the first clutch. The second and third motor-generator assemblies include a motor-generator and a reducing gearbox portion.

Abstract: An electric drivetrain having a primary motor-generator assembly, an electric axle drive unit and a power source. The primary motor-generator assembly includes a primary mover, a first gearbox in driving engagement with the primary mover and a first clutch. The first gearbox is in driving engagement with the primary mover. The electric axle drive unit includes a differential assembly, a second motor-generator assembly in driving engagement with a wheel assembly and a third motor-generator assembly in driving engagement with another wheel assembly. The differential assembly is in selective engagement with the first clutch, the second motor-generator assembly via a first axle clutch, and the third motor-generator assembly via a second axle clutch. The electric axle drive unit is selectively engaged with the primary motor-generator assembly via the first clutch. The second and third motor-generator assemblies include a motor-generator and a reducing gearbox portion.

Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: Regular series-parallel hybrid electric powertrains (powersplit eCVT) are two-motor HEV propulsion systems mated with a planetary gear, and most mild or full parallel hybrid systems are single motor systems with a gearbox or continuously variable transmission (CVT) coupled with an electric machine. Coupling a ball-type continuously variable planetary (CVP), such as a VariGlide®, with one electric machine enables the creation of a parallel HEV architecture with the CVP functioning as a continuously variable transmission, and the motor providing the functionality of electric assist, starter motor capability, launch assist and regenerative braking. Two motor variants provide series-parallel hybrid electric vehicle (HEV) architectures.

Abstract: A hybrid drivetrain (100) is provided. The hybrid drivetrain comprises a power source (102), a first motor generator assembly (104), and an electric axle drive unit (106). The first motor generator assembly includes a primary clutch (114) for drivingly engaging the power source with a first motor-generator (116). The electric axle drive unit comprises at least a second motor generator (140) drivingly engaged with the first motor generator and a pair of wheel assemblies (112). The power source, the first motor generator assembly, and the electric axle drive unit facilitate operating the hybrid drivetrain as a series-parallel hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain meets the exacting needs of commercial vehicles while providing fuel efficiency improvements for vehicles incorporating the hybrid drivetrain.

Abstract: A hybrid drivetrain (100) is provided. The hybrid drivetrain comprises a power source (102), a first motor generator assembly (104), and an electric axle drive unit (106). The first motor generator assembly includes a primary clutch (114) for drivingly engaging the power source with a first motor-generator (116). The electric axle drive unit comprises at least a second motor generator (140) drivingly engaged with the first motor generator and a pair of wheel assemblies (112). The power source, the first motor generator assembly, and the electric axle drive unit facilitate operating the hybrid drivetrain as a series-parallel hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain meets the exacting needs of commercial vehicles while providing fuel efficiency improvements for vehicles incorporating the hybrid drivetrain.

Abstract: Regular torque split planetary gear trains for automotive hybrid powertrains are limited by the fixed ratio of the planetary gear train. A powertrain incorporating a continuously variable transmission using a torque split with variable ratios enables the powertrain to use the ideal operating lines (IOL) of the engine, electric motor and generator along with the high voltage battery charge/discharge paths, depending upon the mode of operation (charge sustain or charge deplete modes) of the hybrid powertrain. A powertrain further equipped with a hybrid supervisory controller that chooses the torque split and path of highest efficiency from engine to wheel, can operate at the best potential overall efficiency point in any mode and also provide torque variability, thereby leading to the best combination of powertrain performance and fuel efficiency. Embodiments of powertrain configurations that can improve the efficiency of hybrid vehicles are discussed herein.

Abstract: A variable transmission includes various powerpath layouts comprising configurations based on a two stage gearbox with a first stage providing a multi-mode configuration combining power-split modes, direct drive modes and a directional stage to select driving either forward or reverse with a pair of direction clutches; or multi-mode operation comprising a planetary gear set as the central part of the configurations together with the CVP, wherein the modes are selected by engaging a clutch/brake while releasing the others. These configurations are particularly useful for compact Off-Highway applications such as compact wheel loaders having a wide speed range and high rimpull force requirement where an operator may also desire limited jerking motion during shifts in the low speed range.

Abstract: A variable transmission includes various powerpath layouts comprising configurations based on a two stage gearbox with a first stage providing a multi-mode configuration combining power-split modes, direct drive modes and a directional stage to select driving either forward or reverse with a pair of direction clutches; or multi-mode operation comprising a planetary gear set as the central part of the configurations together with the CVP, wherein the modes are selected by engaging a clutch/brake while releasing the others. These configurations are particularly useful for compact Off-Highway applications such as compact wheel loaders having a wide speed range and high rimpull force requirement where an operator may also desire limited jerking motion during shifts in the low speed range.

Abstract: Devices and methods are provided herein for the transmission of power in motor vehicles. Power is transmitted in a smoother and more efficient manner by splitting torque into two or more torque paths. A continuously variable transmission is provided with a ball variator assembly, a planetary gearset coupled thereto and an arrangement of rotatable shafts with multiple gears and clutches that extend the ratio range of the variator. In some embodiments, clutches are coupled to the gear sets to enable synchronous shifting of gear modes.

Abstract: A shift mechanism for a manual planetary transmission has a plurality of control members. Each control member has a slot configuration for each shift rail defined therein. The slot configurations are aligned among plates and a pin member is inserted in each of the slot configurations. Manipulation of any one of the plates produces movement of two or more of the pin members. The pin members are operable upon movement to select the engagement of the synchronizers, which are disposed within a power transmission. The synchronizers establish drive ratios between the input shaft for the transmission and the output shaft for the transmission.

Abstract: A vibration damper apparatus has two substantially freely rotatable inertia members disposed within a rotatable hub. Each of the members has a wide semi-cylindrical portion and a narrow semi-cylindrical portion with the wide portion of the first damper member being axially aligned with the narrow portion of the other damper member.

Abstract: A power transmission, for a vehicle, provides seven forward speeds and a reverse speed. The transmission has three planetary gearsets and has one sun gear member, which is held stationary for six of forward speeds and the reverse speed. The sun gear member is connected through a shaft to a torque-transmitting mechanism, which is disposed forward of an oil distribution snout and rearward of the vehicle engine.

Abstract: A synchronizer-controlled transmission has a plurality of input shafts, which are selectively connectible with a transmission input shaft, at least one countershaft, which rotatably supports a plurality of ratio gears, and an output shaft. A plurality of synchronizers is disposed along the countershaft and at least one input shaft to provide power transmission connections between the countershaft and the ratio gears disposed thereon. At least one ratio is established through direct connection between at least one input shaft and the output shaft.

Abstract: A powertrain has a power transmission including a pair of planetary gearsets. The planetary gearsets are selectively interconnectible with an input shaft through a plurality of synchronizer mechanisms to provide ten forward speed ratios and two reverse speed ratios.

Abstract: A manual planetary power transmission includes two planetary gearsets and three torque-transmitting synchronizer assemblies. Two of the synchronizer assemblies permit the control of one gear member of the planetary gearsets individually. The third synchronizer permits control of two of the planetary gear members individually or simultaneously. The three synchronizer assemblies are manipulable in combinations of three to provide six forward speed ratios and one reverse speed ratio in the planetary gearsets.

Abstract: A control valve apparatus for a rotating clutch includes a valve having a spool portion and a mass portion. The spool portion provides a control function to distribute pressure from a static source to a chamber of the clutch. The valve also has a mass associated therewith which is responsive to rotation of the clutch and valve apparatus such that the apply pressure and the centrifugal effective pressure operating on the valve and the mass centrifugal force is compensated for to maintain the pressure at a specific radius of the clutch equal to the static apply pressure of the pressure source independent of rotation speed.