Abstract: A control system for operating a work vehicle powertrain includes an engine configured to generate power for an output shaft. The control system includes a transmission positioned operatively between the engine and the output shaft and configured to selectively transfer the power along a power flow path between the engine and the output shaft. The transmission includes an input shaft; at least one intermediate shaft; at least one directional clutch; and intermediate clutches configured for selective engagement to transfer power between the at least one intermediate shaft and the output shaft. A controller is configured to receive a vehicle stop request to stop the work vehicle; implement, upon receiving the vehicle stop request, a clutch braking function; and generate, upon the implementation of the clutch braking function, clutch commands to engage at least two of the intermediate clutches selected such that the output shaft is slowed and stopped.

Abstract: A hybrid module configured for arrangement in a torque path upstream from a transmission and downstream from an internal combustion engine includes an electric motor including a rotor and a stator for driving the rotor, a torque converter downstream of the electric motor, and a rotor input clutch including a piston and at least one clutch plate. The piston is configured for being pressed in a first axial direction into the at least one clutch plate via a pressure increase of fluid in an apply chamber. The hybrid module also includes a compensation chamber assembly. The compensation chamber assembly and the piston define a compensation chamber radially offset from the apply chamber. The compensation chamber assembly is configured for applying a force on the piston in a second axial direction opposite the first axial direction via a pressure increase of fluid in the compensation chamber.

Abstract: A launch device having a front cover connectable to the output of a prime mover, an output hub connectable to the input of the transmission, an impeller driven in rotation with the front cover and a turbine fluidly coupled in rotation with the impeller. A damper includes an output member connected to and rotatable with the output hub. A lock-out clutch, when engaged, rotationally locks the damper with the front cover and includes a clutch piston which is axially and rotationally moveable relative to the output hub. A mechanical clutch piston positioner includes first and second interfaces individually associated with either the clutch piston or one of the output member or output hub. The first interface is axially and rotationally moveable relative to the second interface. Upon the first interface overrunning tire second interface, mechanical engagement of the interfaces axially positions tire clutch piston toward the front cover.

Abstract: A locking device comprising: first and second flanges; and first and second flange locking structures. The first and second flange locking structures are used for selectively locking the first flange and the second flange. Each flange locking structure comprises: a synchronising ring and a driving assembly. The synchronising ring is able to slide relative to the corresponding flange; and the drive assembly is capable of selectively pushing the synchronising ring to slide along the axial direction of the corresponding flange from an unlocked position to a locked position.

Abstract: A machine component, made of steel or cast iron and having a circular hole that opens in a first surface, includes a plurality of first quench-hardened regions that include the first surface and are arranged apart from each other along a first circle surrounding the hole when viewed in a plane in a direction perpendicular to the first surface, and a base region that is a region other than the first quench-hardened regions.

Abstract: A method for operating a drive-train of a motor vehicle. The drive-train having a transmission connected between a drive aggregate and a drive output. A hydrodynamic starting element is connected between the drive aggregate and transmission. The starting element includes a converter and converter lock-up clutch. A Power Take-Off (PTO) can be coupled to the drive aggregate on the drive aggregate side to take up drive torque delivered by the drive aggregate. In order to determine the torque taken up by the PTO, the lock-up clutch is operated in a rotational-speed-regulated manner at least when the PTO is coupled to the drive aggregate in order to set a defined target slip at the lock-up clutch. As a function of the actuation pressure of the lock-up clutch required for setting the target slip when the PTO is coupled, the torque taken up by the PTO is determined.

Abstract: A cooling structure for a hybrid powertrain apparatus of a vehicle may include: a first rotor shaft coaxially connected to an engine output shaft and connected to a rotor of a first motor; an engine clutch shaft coaxially connected to the first rotor shaft not to rotate and connected to an engine clutch; a transmission input shaft mounted coaxially with the engine clutch shaft not to rotate by a rotor of a second motor connected to the engine clutch; and a cooling channel formed in the transmission input shaft to be able to supply oil for simultaneously cooling the first motor, the second motor, and the engine clutch.

Abstract: A clutch device includes a clutch plate and a clutch outer. The clutch plate includes a plurality of teeth circumferentially disposed apart from each other. The clutch outer includes a bottom portion, a plurality of cover portions, and a plurality of openings. The bottom portion has a disc shape and is greater in diameter than the clutch plate. The cover portions axially extend from an outer peripheral edge of the bottom portion so as to cover the teeth. The cover portions are circumferentially disposed apart from each other. Each opening is disposed between each adjacent pair of the cover portions. Each opening is radially opened.

Abstract: A hybrid vehicle includes an engine, a switching valve, and an electronic control unit. The electronic control unit configured to perform switching from the engine travel mode to the EV travel mode through a first stage to start the filling control when it is determined that the possibility is high that the engine stop condition will be established afterwards while the engine travel mode is selected, a second stage to start the clutch release control by switching the switching valve to the second state in response to establishment of the engine stop condition, and a third stage to stop operation of the engine after completion of the clutch release control.

Abstract: A vehicle control unit performs filling control in which the vehicle control unit boosts an oil pressure in a second oil passage by supplying electric power to a pressure regulating valve with a switch valve being in a first state in which the switch valve connects a first oil passage to a clutch and disconnects the second oil passage from the clutch, torque replacement control in which the vehicle control unit increases motor torque while reducing shaft torque of an engine, and clutch disengagement control in which the vehicle control unit disengages the clutch while performing hydraulic control by the pressure regulating valve with the switch valve being in the second state in which the switch valve connects the second oil passage to the clutch and disconnects the first oil passage from the clutch.

Abstract: A transmission having planetary gearsets (RS1, RS2, RS3, RS4, RS5). Elements (ST2, ST4) of gearsets (RS2, RS4) form input and output shafts, respectively. Element (SO1) of gearset (RS1) couples element (HO5) of gearset (RS5) and can be immobilized by shift element (A). Element (ST1) of gearset (RS1) couples element (HO4) of gearset (RS4). Element (HO1) of gearset (RS1) can be immobilized by shift element (B). Elements (SO4, ST2) of gearsets (RS4 RS2) can connect by shift element (C). Elements (HO2, SO3, SO5) of gearsets (RS2, RS3, RS5) couple and can couple element (SO4) of gearset (RS4) by shift element (E). An element of gearset (RS4) is connected to an element of gearset (RS3), while another element of gearset (RS4) can be connected by shift element (D) to another element of gearset (RS3). Elements (SO2 ST5) of gearsets (RS2, RS5) are connected and can be immobilized by shift element (F).

Abstract: An electric motor apparatus is described that utilizes a Halbach array and a ferrofluid core. The electric motor comprises a rotor assembly and a stator assembly, each of which utilizes a Halbach array. A ferrofluid core is utilized in the stator, which results in a motor that is less susceptible to core loss and operates with increased efficiency.

Abstract: An electromagnetic generating transformer comprises one or more flux assembly having one or more magnetic field source having a positive pole and a negative pole and a magnetic field passing in a path between the positive pole and the negative pole and a conductor magnetically coupled with the one or more magnetic field source, the magnetic field source and the conductor being fixed relative to one another; a shunt is coupled with a motive source and configured to move the shunt into a primary position and a secondary position, wherein the magnitude of the magnetic field passing between the positive pole and the negative pole varies when the shunt is moved between the primary position and the secondary position.

Abstract: A three-phase alternating-current winding is configured by connecting first conductor terminals and second conductor terminals that are disposed in a circular arc-shaped region using connecting units, electric power supplying terminals of the three-phase alternating-current winding are constituted by the first conductor terminals and the second conductor terminals that are disposed in the circular arc-shaped region, a number of parallel phase windings in the three-phase alternating-current winding is n, where n is a natural number that is greater than or equal to one, an angular range of the circular arc-shaped region is less than or equal to (180×n) electrical degrees, and the second conductor terminals that constitute the electric power supplying terminals are positioned between adjacent first conductor terminals when viewed from a radially outer side.

Abstract: A rotary unit of this motor has a plurality of magnets, a hollow shaft which has a tubular shape, and a ball nut. Each of the magnets is in contact with an outer surface of the hollow shaft. The ball nut is disposed on a radially inner side of the hollow shaft. At least a portion of the magnets, at least a portion of the hollow shaft, and at least a portion of the ball nut overlap in a circumferential direction. The hollow shaft and the ball nut are made of a magnetic material. An inner circumferential surface of the hollow shaft and an outer circumferential surface of the ball nut are in contact with each other.

Abstract: An active part for an electric machine can be configured as a stator or a rotor and includes at least two slots for arranging an electric coil winding of an electric coil. Arranged between the two slots is a crosspiece which is made of a material for conducting a magnetic flux through the electric coil which surrounds the crosspiece. The material has, at least in one area, magnetic anisotropy with an easy magnetization axis, which is oriented parallel or at least at an angle of less than 25° with respect to a coil axis of the coil, and a hard magnetization axis. The crosspiece is configured to form for each of the slots a slot wall which contains the material. The crosspiece includes a core which is made of an isotropic soft-magnetic material.

Abstract: A magnetic spiral bevel gear including a frustoconical housing with a rotational axis and magnets arranged around an outer surface of the frustoconical housing. The magnets are arranged in spirals on the outer surface, with each spiral alternating polarity. Each may be formed by a single continuous magnet of by discrete magnets. Gear assemblies as disclosed including a two-gear assembly, a four-gear assembly, and a six-gear assembly. Gear assemblies are arranged such that the gear surfaces are parallel without touching, and rotation of one gear causes rotation of the remaining gears.

Abstract: A motor includes a rotating portion. The rotating portion includes a shaft, a rotor hub, and a flywheel. The rotor hub is arranged to extend in an annular shape around the shaft. The flywheel is arranged axially above the rotor hub. The rotating portion of the motor includes an annular inertia portion. The inertia portion comprises a material having a specific gravity greater than a specific gravity of a material of the flywheel. At least a portion of the inertia portion and at least a portion of the radial bearing portion are arranged to radially overlap with each other. The inertia portion having the specific gravity greater than the specific gravity of the flywheel is arranged at a position radially overlapping with the radial bearing portion.

Abstract: According to an embodiment of the invention, an electric machine is provided. The machine includes a support structure, a stator secured to the support structure, and a rotor rotatably secured to the support structure. The machine also includes a circuit board positioned at least partially within the support structure. The circuit board is adapted for controlling an electromagnetic field produced by the stator. The machine also includes a potting material in contact with a first surface of the circuit board and a harrier for at least partially containing the potting material.

Abstract: A fluid-cooled stator assembly for electrical machines. The stator assembly may include a stator core having a back iron portion and a plurality of stator teeth. Each of the plurality of stator teeth may be separated from each other by at least one of plurality of slots, the slots being structured to receive placement of stator windings. The apparatus also includes a thermal management conduit that is positioned at various locations about the stator assembly, including within or along the back iron portion, stator teeth, slots, and/or among the stator windings. Further, the thermal management conduit may provide insulation for one or more coils of the stator windings. Additionally, at least a portion of the thermal management conduit may be formed from a thermally conductive polymer. The thermal management conduit is configured to convey a thermal management fluid in a heat exchange relationship with the stator assembly.