Abstract: A stack current controller may be configured to determine a stack current request based on a state of charge of a battery, an error based on a difference between an actual coolant temperature and a coolant temperature setpoint, or both. A plurality of stack current levels may be implemented corresponding to different battery state-of-charge thresholds. The determined stack current magnitude may be the lowest current magnitude that provides sufficient heat to maintain a coolant temperature at the coolant temperature setpoint or within the coolant temperature threshold. The determined stack current magnitude may be the highest current magnitude that provides sufficient power while maintaining a coolant temperature at the coolant temperature setpoint or within the coolant temperature threshold.

Abstract: A drive system (14, 34) comprising an input shaft (112); a first clutch (114) configured to selectively couple a first gear (116) to the input shaft (112); an output shaft (126); a second gear (138) engaging with the first gear (116); and a drive axle clutch system (142) having different travel direction clutches.

Abstract: A motorized vehicle includes a transmission system and an inch/brake device providing at least two ranges of motion. An engagement force of the transmission system is provided in a first range of motion of the inch/brake device, and a braking force of the motorized vehicle is provided in a second range of motion of the inch/brake device. An accelerator device moves between two or more positions, wherein moving the accelerator device from one position to another position causes an amount of overlap between the first and second ranges of motion of the inch/brake device to vary.

Abstract: A drive axle assembly includes a drive axle configured to rotate with a driving torque, a first clutch pack assembly located at an end of the drive axle, and a second clutch pack assembly located at an opposite end of the drive axle. A first drive wheel assembly is operatively connected to the first clutch pack assembly, wherein the first clutch pack assembly is configured to convert the driving torque of the drive axle to a first driving torque of the first drive wheel. A second drive wheel assembly is operatively connected to the second clutch pack assembly, wherein the second clutch pack assembly is configured to convert the driving torque of the drive axle to a second driving torque of the second drive wheel.

Abstract: A drive system (14, 34) comprising an input shaft (112); a first clutch (114) configured to selectively couple a first gear (116) to the input shaft (112); an output shaft (126); a second gear (138) engaging with the first gear (116); and a drive axle clutch system (142) having different travel direction clutches.

Abstract: A drive axle assembly includes a drive axle configured to rotate with a driving torque, a first clutch pack assembly located at an end of the drive axle, and a second clutch pack assembly located at an opposite end of the drive axle. A first drive wheel assembly is operatively connected to the first clutch pack assembly, wherein the first clutch pack assembly is configured to convert the driving torque of the drive axle to a first driving torque of the first drive wheel. A second drive wheel assembly is operatively connected to the second clutch pack assembly, wherein the second clutch pack assembly is configured to convert the driving torque of the drive axle to a second driving torque of the second drive wheel.

Abstract: A transmission system (14) comprising an input shaft (112); a first clutch (114) configured to selectively couple a first gear (116) to the input shaft (112); an output shaft (126); a second gear (138) engaging with the first gear (116), —and a second clutch (136) configured to couple the second gear (138) to the output shaft (126) when the first gear (116) rotates the second gear (138) faster than the output shaft (126).

Abstract: An exemplary method correlates a steering device position to a steered element position by determining a target steering angle based on a detected position of the steering device; determining a vehicle steering angle based on a detected position of the steered element; determining a steering correction based on comparing the target steering angle to the vehicle steering angle; and applying a steering control multiplier to affect the steering correction in response to a difference between the target steering angle and the vehicle steering angle being larger than a threshold difference, and in response to a detected vehicle parameter.

Abstract: Due to time delays, vehicle speed may become difficult to control. A predictive speed controller is configured to receive a desired speed request for a vehicle and simulate vehicle responses according to the desired speed request. A compensation value is derived from the simulated vehicle responses that compensates for the time delays of the vehicle. The actual speed of the vehicle is then controlled according to the compensation value.

Abstract: A transmission system (14) comprising an input shaft (112); a first clutch (114) configured to selectively couple a first gear (116) to the input shaft (112); an output shaft (126); a second gear (138) engaging with the first gear (116), —and a second clutch (136) configured to couple the second gear (138) to the output shaft (126) when the first gear (116) rotates the second gear (138) faster than the output shaft (126).

Abstract: A drive axle assembly includes a drive axle configured to rotate with a driving torque, a first clutch pack assembly located at an end of the drive axle, and a second clutch pack assembly located at an opposite end of the drive axle. A first drive wheel assembly is operatively connected to the first clutch pack assembly, wherein the first clutch pack assembly is configured to convert the driving torque of the drive axle to a first driving torque of the first drive wheel. A second drive wheel assembly is operatively connected to the second clutch pack assembly, wherein the second clutch pack assembly is configured to convert the driving torque of the drive axle to a second driving torque of the second drive wheel.

Abstract: A method for controlling a power-shift transmission comprising controlling a vehicle travel speed by simultaneously slipping two or more clutch packs associated with opposing directions of vehicle travel and adjusting an engine speed, according to a programmed response associated with a change in one or more of the engine speed, a torque converter slip, a selected direction of vehicle travel, and an accelerator position.

Abstract: A motorized vehicle includes a transmission system and an inch/brake device providing at least two ranges of motion. An engagement force of the transmission system is provided in a first range of motion of the inch/brake device, and a braking force of the motorized vehicle is provided in a second range of motion of the inch/brake device. An accelerator device moves between two or more positions, wherein moving the accelerator device from one position to another position causes an amount of overlap between the first and second ranges of motion of the inch/brake device to vary.

Abstract: Due to time delays, vehicle speed may become difficult to control. A predictive speed controller is configured to receive a desired speed request for a vehicle and simulate vehicle responses according to the desired speed request. A compensation value is derived from the simulated vehicle responses that compensates for the time delays of the vehicle. The actual speed of the vehicle is then controlled according to the compensation value.

Abstract: A method for controlling a power-shift transmission comprising controlling a vehicle travel speed by simultaneously slipping two or more clutch packs associated with opposing directions of vehicle travel and adjusting an engine speed, according to a programmed response associated with a change in one or more of the engine speed, a torque converter slip, a selected direction of vehicle travel, and an accelerator position.

Abstract: A method and system for controlling the steady-state speed of a cylinder in an electrohydraulic system having multiple cylinders includes a plurality of levers for controlling each of the cylinders. A controller, in communication with the levers and the hydraulic cylinders, has a limited number of parameters defining at least one desired relationship between steady-state speed and lever position for each of the cylinders stored therein. The controller further determines a current desired relationship for each of the cylinders from the associated at least one desired relationships. Upon detecting movement of the lever, the controller determines a current position of the lever associated with one of the cylinders and then controls the steady-state speed of the associated cylinder based on the limited number of parameters defining the current desired relationship and the position of the lever.

Abstract: A control system implements several methods for automating work functions of a machine. Single activation of an operator switch generates a command to automatically perform a desired work function. A controller determines whether conditions are satisfactory to perform the desired function. When the conditions are satisfactory, the work function is performed automatically without requiring the operator to manipulate levers that are otherwise used to control the work implement of the machine.

Abstract: A method and system for controlling the steady-state speed of a cylinder in an electrohydraulic system having multiple cylinders includes a plurality of levers for controlling each of the cylinders. A controller, in communication with the levers and the hydraulic cylinders, has a limited number of parameters defining at least one desired relationship between steady-state speed and lever position for each of the cylinders stored therein. The controller further determines a current desired relationship for each of the cylinders from the associated at least one desired relationships. Upon detecting movement of the lever, the controller determines a current position of the lever associated with one of the cylinders and then controls the steady-state speed of the associated cylinder based on the limited number of parameters defining the current desired relationship and the position of the lever.

Abstract: A method and system for altering operating behavior of a sub-system component of a machine to suit a user's preference includes a database for storing a plurality of parameters associated with the operating behavior of the sub-system component. The parameters have sets of values associated therewith wherein each set of values define one of a plurality of acceptable operating behaviors for the sub-system component. A sub-system controller receives a selection signal from the operator via a user interface selecting one of the set of values of the parameters according to his/her preference. The sub-system controller then controls the sub-system component based on the selected set of values for the parameters.