Abstract: A system includes a PTO device that selectively couples to a driveline of a vehicle, a motor/generator electrically coupled to an electrical power storage system, and a shared load selectively powered by one of the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator at a first selected ratio in a first position, and couples the shared load to the driveline at a second selected ratio in a second position.

Abstract: An example system includes a vehicle having a prime mover motively coupled to a drive line; a motor/generator selectively coupled to the drive line, and configured to selectively modulate power transfer between an electrical load and the drive line; a battery pack; a DC/DC converter electrically interposed between the motor/generator and the electrical load, and between the battery pack and the electrical load, the DC/DC converter comprising a DC/DC converter housing; and a covering tray positioned over a plurality of batteries of the battery pack, the covering tray comprising a connectivity layer configured to provide electrical connectivity to terminals of the plurality of batteries.

Abstract: A switchable powertrain includes a main gear set configured for gear ratio selection. The main gear set includes an input shaft, first gears coupled to a main shaft, and second gears coupled to a second shaft. The second gears are meshed with the first gears. The switchable powertrain further includes a first torque source, a second torque source, a clutch configured for selectively coupling the first torque source to the input shaft of the main gear set, and an adapter. The adapter includes a first selective coupling for forming a first adapter torque transfer pathway from the second torque source directly to the main shaft, and a second selective coupling for forming a second adapter torque transfer pathway from the second torque source, through the main gear set, and to the main shaft.

Abstract: A switchable powertrain comprises at least four points of freedom. The switchable powertrain comprises a main gear set configured for gear ratio selection, the main gear set comprising main gears coupled to a main shaft and second gears coupled to a second shaft. An adapter comprises a first selective coupling configured to selectively couple to the main shaft, and a second selective coupling configured to selectively couple to the second shaft. A first torque source and a clutch are configured for selectively coupling or decoupling first torque to the main shaft. A second torque source is configured for selectively outputting second torque to the first selective coupling or to the second selective coupling.

Abstract: A system includes a PTO device that selectively couples to a driveline of a vehicle, a motor/generator electrically coupled to an electrical power storage system, and a shared load selectively powered by one of the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator at a first selected ratio in a first position, and couples the shared load to the driveline at a second selected ratio in a second position.

Abstract: An example system includes a vehicle having a prime mover motively coupled to a drive line; a motor/generator selectively coupled to the drive line, and configured to selectively modulate power transfer between an electrical load and the drive line; a battery pack; a DC/DC converter electrically interposed between the motor/generator and the electrical load, and between the battery pack and the electrical load, the DC/DC converter comprising a DC/DC converter housing; and a covering tray positioned over a plurality of batteries of the battery pack, the covering tray comprising a connectivity layer configured to provide electrical connectivity to terminals of the plurality of batteries.

Abstract: A system includes a planetary gear assembly having a ring gear, a plurality of planet gears coupled to a carrier, and a sun gear coupled to a main shaft. The system further includes a driven gear coupled to the carrier, a countershaft gear coupled to the driven gear, a motor/generator coupled to the main shaft, and an actuator structured to change a coupling of the ring gear based on a position of the actuator.

Abstract: A switchable powertrain comprises at least four points of freedom. The switchable powertrain comprises a main gear set configured for gear ratio selection, the main gear set comprising main gears coupled to a main shaft and second gears coupled to a second shaft. An adapter comprises a first selective coupling configured to selectively couple to the main shaft, and a second selective coupling configured to selectively couple to the second shaft. A first torque source and a clutch are configured for selectively coupling or decoupling first torque to the main shaft. A second torque source is configured for selectively outputting second torque to the first selective coupling or to the second selective coupling.

Abstract: A system includes a planetary gear assembly having a ring gear, a plurality of planet gears coupled to a carrier, and a sun gear coupled to a main shaft. The system further includes a driven gear coupled to the carrier, a countershaft gear coupled to the driven gear, a motor/generator coupled to the main shaft, and an actuator structured to change a coupling of the ring gear based on a position of the actuator.

Abstract: A modular transmission system selectively coupled to an electric motor arranged on a vehicle according to a first example of the present disclosure includes a front housing, a first rear housing and a second rear housing. The front housing has a transmission motor mount and at least one transmission chassis mount. The transmission motor mount is configured to mount the front housing relative to the electric motor. The first rear housing has a first gear set. The first rear housing is configured to selectively couple to the front housing to provide first gear ratios in the first modular transmission configuration. The second rear housing has a second gear set. The second rear housing is configured to selectively couple to the front housing to provide second gear ratios in the second modular transmission configuration.

Abstract: A differential assembly with at least a first gear ratio and a second gear ratio that can be integrated with an automatic transmission system thereby increasing the total number of available gear ratios is presented. A method of shifting to improve engine efficiency is also provided.

Abstract: An adapter module for a dual clutch transmission in a drivetrain is provided. The dual clutch transmission has a first input shaft and a second input shaft concentric with the first input shaft, a mainshaft, an output shaft, and a countershaft offset from the first and second input shafts. The countershaft is drivably connected to the first input shaft, the second input shaft, and the mainshaft. An alternative power source including an electric machine is provided for the drivetrain. An adapter module is disposed between the dual clutch transmission and the alternative power source. The adapter module has an adapter gearset connecting the electric machine to the dual clutch transmission and at least one clutch configured to (i) selectively drivingly connect the electric machine to the output shaft, and (ii) selectively drivingly connect the electric machine to the countershaft.

Abstract: The present disclosure provides a differential assembly with at least a first gear ratio and a second gear ratio. The differential assembly of the present disclosure can be integrated with an automatic transmission system thereby increasing the number of available gear ratios. A method of shifting to improve engine efficiency is also provided.

Abstract: An adapter module for a dual clutch transmission in a drivetrain is provided. The dual clutch transmission has a first input shaft and a second input shaft concentric with the first input shaft, a mainshaft, an output shaft, and a countershaft offset from the first and second input shafts. The countershaft is drivably connected to the first input shaft, the second input shaft, and the mainshaft. An alternative power source including an electric machine is provided for the drivetrain. An adapter module is disposed between the dual clutch transmission and the alternative power source. The adapter module has an adapter gearset connecting the electric machine to the dual clutch transmission and at least one clutch configured to (i) selectively drivingly connect the electric machine to the output shaft, and (ii) selectively drivingly connect the electric machine to the countershaft.

Abstract: A control system and method for controlling a vehicular automated transmission system having an internal combustion engine and a multiple speed transmission, is provided. The control system includes an ignition having an output that issues an ignition signal and a first control unit that operates the engine in response to receipt of the ignition signal. A second control unit receives input signals from various system sensors and process the signals according to logic rules to issue a command output signal. A relay interrupts transmission of the ignition signal to the first control unit in response to either the absence or receipt of the command output signal. The method includes the steps of determining if the automated transmission system is operating abnormally and interrupting transmission of the ignition signal to the first control unit when it is determined the automated transmission system is operating abnormally.

Abstract: A control system and method of operating a vehicle prime mover to control a centrifugal clutch is provided. The control system includes a control unit for receiving signals (THL) corresponding to a throttle operating parameter value. The control unit is configured to map the throttle operating parameter value to a predetermined throttle operating parameter value and sets an operating mode of the prime mover based on the predetermined throttle operating parameter value. The invention provides, among other things, a smooth, controllable engagement of the centrifugal clutch.

Abstract: A control system and method of operating a vehicle prime mover to control a centrifugal clutch is provided. The control system includes a control unit for receiving signals (THL) corresponding to a throttle operating parameter value. The control unit is configured to map the throttle operating parameter value to a predetermined throttle operating parameter value and sets an operating mode of the prime mover based on the predetermined throttle operating parameter value. The invention provides, among other things, a smooth, controllable engagement of the centrifugal clutch.

Abstract: A control system/method controls a vehicular automated transmission system to modulate engagement of a centrifugal clutch. The automated transmission system including an internal combustion engine having an engine output member, a multiple speed change gear transmission having an input shaft, a centrifugal friction clutch for drivingly connecting said engine output member to said input shaft, a throttle responsive to manually requesting of a degree of engine fueling, and a system controller. The system controller has stored therein an engine speed limit used to facilitate vehicle launches.

Abstract: A control system and method for controlling a vehicular automated transmission system having an internal combustion engine and a multiple speed transmission, is provided. The control system includes an ignition having an output that issues an ignition signal and a first control unit that operates the engine in response to receipt of the ignition signal. A second control unit receives input signals from various system sensors and process the signals according to logic rules to issue a command output signal. A relay interrupts transmission of the ignition signal to the first control unit in response to either the absence or receipt of the command output signal. The method includes the steps of determining if the automated transmission system is operating abnormally and interrupting transmission of the ignition signal to the first control unit when it is determined the automated transmission system is operating abnormally.