Abstract: Systems and methods are provided for coordinating and controlling power flow during bidirectional energy transfer events between an electrified vehicle and one or more charging trailers. The systems and methods may prioritize energy transfers between each connected energy based on a charge priority selection that may be manually input by a user of the system. Charge energy may be transferred to the appropriate energy unit using such a manual approach to meet customer needs with varying levels of priority according to an energy transfer prioritization control strategy that is derived from various inputs that are considered.

Abstract: Systems and methods are provided for coordinating and controlling power flow during bidirectional energy transfer events between an electrified vehicle and one or more charging trailers. The systems and methods may prioritize energy transfers between each connected energy unit based on various parameters, including but not limited to battery prognostic information, driving habits/predicted behavior, user preferences, etc. Charge energy may be transferred to the appropriate energy unit using a semi-automated approach to meet customer needs with varying levels of priority according to an energy transfer prioritization control strategy that is derived from the various inputs that are considered.

Abstract: A differential mechanism for transmitting power from an input to an output includes a case containing a side gear, a locking member rotatably secured to the case and axially displaceable relative to the case. The locking member alternately engages the side gear to limit rotation of the side gear relative to the case, and disengages the side gear to permit rotation of the side gear relative to the case. An electromagnetic coil assembly is supported on the case for movement toward and away from the locking member. A first actuator including an electromagnetic coil is supported on the case for moving the locking member toward engagement with the side gear in response to energizing the coil. A second actuator urges the locking member away from engagement with the side gear.

Abstract: A differential mechanism for transmitting power from an input to an output includes a case containing a side gear, a locking member rotatably secured to the case and axially displaceable relative to the case. The locking member alternately engages the side gear to limit rotation of the side gear relative to the case, and disengages the side gear to permit rotation of the side gear relative to the case. An electromagnetic coil assembly is supported on the case for movement toward and away from the locking member. A first actuator including an electromagnetic coil is supported on the case for moving the locking member toward engagement with the side gear in response to energizing the coil. A second actuator urges the locking member away from engagement with the side gear.

Abstract: This invention describes a control method for a hydraulic coupling system that includes pressurizing a fluid in an actuator coupled to a multi-disk clutch pack to engage the clutch pack, pumping the fluid through the clutch pack to cool the clutch pack, and controlling one or more valve actuators and one or more pump-motors with a controller. The control method may incorporate pulse width modulation of the actuators, such as the actuators for the pump-motor and valve.

Abstract: A torque-biasing system (10) including a torque-biasing device (12) and a control unit (14) for use in a vehicle (16). The torque-biasing system is preferably installed and used in a vehicle having a first wheel (18) with a first rotational speed and a second wheel (20) with a second rotational speed, and an engine (22) with a torque output. The control unit (14) calculates an error value based on a different between the first rotational speed and second rotational speed and derives a control signal based upon proportional and integral terms of the error value with a forgetting factor. The control unit then sensor the control signal to the torque-biasing device (12).

Abstract: A torque-biasing system (10) includes a torque-biasing device (12) and a control unit (14) for use in a motor vehicle. The torque-biasing system is preferably installed in a vehicle having a first front wheel (18) with a first rotational speed and second wheel (20) with a rear rotational speed and an engine (22) with a torque output. The control unit (14) functions to determined when and how to bias the torque output of the front and rear wheels, and to control the torque-biasing device (12) based on this determination.

Abstract: A differential gear assembly for an automotive vehicle includes a differential housing. A first side gear and a second side gear are substantially axially aligned and spaced apart from one other, each of the side gears being supported by the differential housing for relative rotation therebetween and being adapted to engage an axle half-shaft. A clutch pack is mounted between and interconnects the differential housing and the first side gear. A ball screw assembly is adapted to selectively apply axial force to the clutch pack, thereby locking the first side gear to the differential housing and preventing relative rotational movement of the first side gear and the differential housing.

Abstract: This invention describes a control method for a hydraulic coupling system that includes pressurizing a fluid in an actuator coupled to a multi-disk clutch pack to engage the clutch pack, pumping the fluid through the clutch pack to cool the clutch pack, and controlling one or more valve actuators and one or more pump-motors with a controller. The control method may incorporate pulse width modulation of the actuators, such as the actuators for the pump-motor and valve.

Abstract: The present invention is directed to a clutch actuator assembly for a clutch pack wherein the clutch actuator assembly includes a lever rotatable about an axis, a drive mechanism that selectively rotates the lever about the axis, and a translating mechanism that receives input from the lever, converts the input to linear displacement, and is operably coupled to the clutch pack pressure plate to apply the linear displacement. The present invention is further directed to a clutch assembly and torque transferring mechanism having such a clutch actuator assembly.

Abstract: A torque-biasing system (10) including a torque-biasing device (12) and a control unit (14) for use in a vehicle (16). The torque-biasing system is preferably installed and used in a vehicle having a first wheel (18) with a first rotational speed and a second wheel (20) with a second rotational speed, and an engine (22) with a torque output. The control unit (14) calculates an error value based on a different between the first rotational speed and second rotational speed and derives a control signal based upon proportional and integral terms of the error value with a forgetting factor. The control unit then sensor the control signal to the torque-biasing device (12).

Abstract: A differential gear assembly for an automotive vehicle includes a differential housing. A first side gear and a second side gear are substantially axially aligned and spaced apart from one other, each of the side gears being supported by the differential housing for relative rotation therebetween and being adapted to engage an axle half-shaft. A clutch pack is mounted between and interconnects the differential housing and the first side gear. A ball screw assembly is adapted to selectively apply axial force to the clutch pack, thereby locking the first side gear to the differential housing and preventing relative rotational movement of the first side gear and the differential housing.

Abstract: A torque-biasing system (10) includes a torque-biasing device (12) and a control unit (14) for use in a motor vehicle. The torque-biasing system is preferably installed in a vehicle having a first front wheel (18) with a first rotational speed and second wheel (20) with a rear rotational speed and an engine (22) with a torque output. The control unit (14) functions to determined when and how to bias the torque output of the front and rear wheels, and to control the torque-biasing device (12) based on this determination.