Abstract: Methods and systems for operating a plurality of electrical loads are described. In one example, the systems include electrical circuits for operating solenoid valves of a transmission that may be operated to simultaneously control two or more clutches for engaging and disengaging transmission gears. The systems and method may reduce hardware costs.

Abstract: An electronic automatically decoupling hub assembly. The decoupling hub assembly has an axle and a hub shell rotationally positioned about the axle. A controller provides automatic activation/deactivation signals to an inductor. The decoupling hub assembly has a bearing rotationally positioned about the axle and a cassette body assembly, having a plurality of teeth, rotationally positioned about the bearing. One or more pawls are provided to engage with at least some of the teeth of the cassette body assembly and a seal is used to contain the pawls within the decoupling hub assembly. A cassette body assembly is coupled with the ratchet ring and an end cap is used to prevent a contaminant from entering into the decoupling hub assembly.

Abstract: A control device of an internal speed change device of a wheel hub for indirect clutching operation includes a sun gear installed on a sun gear ring which is installed on a wheel shaft; a shaft claw installed between the sun gear and the wheel shaft; a stepping clutch mechanism installed on the wheel shaft; the stepping clutch mechanism being driven by a rotating unit; the stepping clutch mechanism serving to control opening and closing of the shaft claw to control fixedness of the sun gear; the stepping clutch mechanism including a plurality of first control claws and a plurality of second control claws for controlling clutching operation between the stepping clutch mechanism and the rotating unit; and a lever installed in one of at least one guiding trench of the wheel shaft.

Abstract: This clutch control device includes a clutch device configured to connect or disconnect power transmission between a prime mover and an output target, a clutch actuator configured to output a drive force for actuating the clutch device, and a control unit configured to control driving of the clutch actuator, in which the clutch actuator includes a plurality of drive sources that output the drive force.

Abstract: A torque-transmitting arrangement for the drive train of a muscle-power-operated vehicle with auxiliary motor includes an output shaft, a first input shaft for the transmission of a torque generated by muscle power to the output shaft, a second input shaft for the transmission of a torque generated by the auxiliary motor to the output shaft, and a freewheel function, which prevents a user from having to concomitantly rotate the auxiliary motor when the auxiliary motor is inactive. A mechanical clutch transmits a torque from the second input shaft to the output shaft if, at the first input shaft, a torque prevails which acts in a drive direction of rotation on the output shaft, and transmits no torque from the second input shaft to the output shaft if, at the first input shaft, a torque prevails which acts on the output shaft counter to the drive direction of rotation.

Abstract: A method for effecting efficient engagement of a clutch to interconnect an engine and an implement which monitors operational parameters of the engine and implement and determines from those operational parameters at least two ramp rates for the application of hydraulic pressure to the clutch. The hydraulic pressure is applied at a first ramp rate to the clutch for a first period and applied at a second ramp rate to the clutch for a second period. A determination is made from the relationship between the input and output speeds of the clutch whether the clutch is fully engaged. If it is not fully engaged, clutch pressure is released and the ramp rates are reevaluated and reset. They are then sequentially applied for the first and second periods. The process repeats until full engagement is achieved or a determination is made that full engagement cannot be achieved.

Abstract: A transmission device includes an axis of rotation defining an axial direction, a supporting component, and an oil collector. The supporting component includes connecting holes and oil inlets. The oil collector includes a support plate, a channel connected to the support plate, oil guiding nozzles plugged axially into the oil inlets, fastening elements for holding the oil collector on the supporting component, and platforms disposed on a side of the fastening elements facing away from the supporting component. The channel runs around the axis of rotation and includes an outer contour. The fastening elements are at least partially fixedly engaged with the connecting holes. The platforms project radially from the oil collector radially beyond the outer contour. Each platform includes a planar surface and a projection. The projection projects out of the planar surface and axially beyond the platform.

Abstract: An electric driveline system is provided. The electric driveline system includes a first electric machine and a second electric machine mechanically coupled to a transmission and a power take-off (PTO) assembly coupled to the first electric machine. The PTO assembly includes a first clutch coupled to a PTO gearset and designed to selectively disconnect a PTO from the first electric machine and the PTO gearset is mechanically coupled to the first electric machine.

Abstract: A hydrostatic traction drive includes a hydrostatic pump and a hydrostatic motor connected to each other in an open circuit. One of the pump and motor is pressure-regulated while the other is torque-controlled or regulated in terms of pivot angle. A braking mode is therefore possible in which the secondary-side braking torque can be adapted to the permissible primary-side supporting torque of a primary machine coupled to the pump. To further increase the braking power, even in a high rotational phase of the primary machine, the permissible drag torque thereof can be temporarily exceeded. To further increase the braking power and therefore to have high-performance braking during operation, further means for converting energy can be provided in order to adjust a secondary-side braking torque and a primary-side supporting torque independently of each other.

Abstract: A method of controlling a powertrain of a vehicle includes determining, by a controller, whether or not a transmission is shifting and, if the transmission is shifting, the type of shifting, selecting a predetermined control matrix according to whether or not the transmission is shifting and the type of shifting, calculating a required torque of a transmission component to be controlled based on the selected control matrix, calculating a hydraulic control pressure to implement the required torque of the transmission component to be controlled, and controlling the transmission component to be controlled using the calculated hydraulic control pressure, wherein the control matrix is calculated using correlation equations of angular velocities, angular accelerations, moments of inertia, and torques of powertrain components, and boundary conditions according to the state of the transmission.

Abstract: In one example, a cone clutch assembly including an inner cone member rotationally coupled to a first shaft, the inner cone member defining a first friction surface; an outer cone member rotationally coupled to a second shaft, the outer cone member defining a second friction surface opposing the first friction surface; and an independent friction member positioned between the inner and the outer cone member. The inner cone member and outer cone member are configured to be selectively engaged and disengaged from each other. When the inner cone member is engaged with the outer cone member, the first friction surface of the inner cone member frictionally engages one surface of the friction member, and the second friction surface of the outer cone member engages another surface of the friction member such that rotational motion is transferred between the inner and outer cone member via the friction member.

Abstract: A method for shifting a multi-speed transmission for transmitting rotation between an input shaft and an output shaft for a marine vessel. The method includes providing a multi-speed transmission having first and second gears engaged by actuating first and second clutches, and providing first and second pressure sensors that measure first and second pressures within the first and second clutches, respectively. The method further includes performing a first shift from the first gear to the second gear by de-actuating the first clutch a first delay after the second clutch is actuated, then measuring the first and second pressures and determining a first shift pressure at which the first and second pressures are substantially equal while performing the first shift. The method further includes comparing the first shift pressure to a first pressure threshold range and adjusting the first delay when the first shift pressure is outside the first pressure threshold range.

Abstract: This clutch control device includes a clutch apparatus configured to connect and disconnect power transmission between a prime mover and an output target, a clutch actuator configured to output a driving force for actuating the clutch apparatus, a control unit configured to drive the clutch actuator, and an operating force transmission mechanism configured to transmit an operating force of a driver with respect to a clutch operator to the clutch apparatus, an operating force sensor configured to detect the operating force of the driver is provided in the operating force transmission mechanism, and the control unit drives the clutch actuator according to a detection value of the operating force sensor.

Abstract: The present disclosure relates to a transmission arrangement. The transmission arrangement comprises at least a first and a second planetary gear set and a first and a second brake mechanism respectively configured to optionally apply a braking torque to a respective member of the respective planetary gear set. Each one of the first and second brake mechanisms comprises a respective brake disc, a normally disengaged brake for acting on the brake disc, and a normally engaged brake for acting on the brake disc.

Abstract: A method for filling an actuator in a gearbox fills the actuator only when the gearbox is in a passive state by virtue of fluid being introduced into an armature space of the actuator by way of axial movements of an armature rod when the actuator has been fluidically connected to a fluid-filled fluid space of the gearbox.

Abstract: A method for preventing stalling of an internal combustion engine of a motor vehicle, wherein the motor vehicle has at least one internal combustion engine, at least one automatically controlled clutch, and at least one transmission, wherein a drive shaft of the internal combustion engine can be coupled to a transmission input shaft of the transmission by means of the clutch to transmit torque, wherein the clutch is disengaged if a calculated rotational speed value of the drive shaft is less than a certain threshold value, and wherein the rotational speed value is calculated, in particular continually or continuously, as a function of a determined, current rotational speed of the drive shaft and as a function of a determined, current speed gradient of the drive shaft.

Abstract: A military vehicle includes an engine, an energy storage system, an accessory drive coupled to the engine and including an air compressor and a first motor, a second motor coupled to an axle, and a clutch positioned between the engine and the second motor. The clutch is spring-biased into engagement with the engine and pneumatically disengaged by an air supply selectively provided thereto based on operation of the air compressor. In an engine mode, (i) the clutch does not receive the air supply such that the engine is coupled to the second motor and (ii) the engine drives (a) the accessory drive and (b) the axle through the second motor. In the electric mode, (i) the first motor drives the air compressor to compress air to facilitate supplying the air supply to the clutch to disengage the clutch and decouple the engine from the second motor and (ii) the second motor drives the axle.

Abstract: A clutch system is provided. The clutch system includes an outer unit having a surface defining an aperture in the outer unit; an inner unit disposed in the aperture, wherein a shape of the inner unit matches a shape of the aperture; a low melting point material disposed in the aperture between the inner unit and the surface of the outer unit; a heating element; a temperature sensor; and a processor in electronic communication with the heating element and the temperature sensor. The processor is configured to control the heating element thereby changing the low melting point material between a soft state and a rigid state.

Abstract: A one-way clutch regenerative braking system includes a sleeve which is arranged on an outer circumference of a hub and moved in an axial direction, a clutch gear which is arranged on a side of the hub and meshed with the sleeve, and a one-way clutch which is arranged on an inner circumference of the hub and rotated in a first direction, wherein, when the sleeve and the clutch gear are meshed with each other, the clutch gear is rotated in a second direction which is opposite to a rotational direction of the one-way clutch.

Abstract: Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, a driveline disconnect clutch is de-stroked in a particular way so that the driveline disconnect clutch may be de-stroked more consistently. The de-stroking process may be followed by boosting and stroking the driveline disconnect clutch so as to preposition the driveline disconnect clutch or holding the clutch at an offset below stroke pressure to minimize drag.