Abstract: A transmission system comprising: a lubrication valve that fluidly couples a lubrication line in fluidic communication with a multi-disc wet clutch; a clutch line in fluidic communication with a clutch actuator of the multi-disc wet clutch and the lubrication valve; a clutch control valve fluidly coupled to the clutch line; and a controller configured to adjust a pressure of the clutch line to open and close the lubrication valve based on wet clutch temperature.

Abstract: Methods and systems are provided for a transmission clutch. In one example, the clutch has a pressure control system that includes a piston housing enclosing a piston cavity and a piston, as well as a diffusor positioned in the piston cavity. The diffusor may have tangential channels for directing flow of a fluid into the piston cavity.

Abstract: Systems and methods for a power take-off (PTO) assembly. The PTO assembly, in one example, includes a bi-directional pump in fluidic communication with a fluid reservoir and a hydraulic system and a disconnect clutch configured to mechanically disengage and disconnect the bi-directional pump from a transmission when a prime mover is in operation, and mechanically engage and connect the bi-directional pump to the transmission when the prime mover is shut down. The PTO assembly further includes an electro-mechanical valve configured to trigger engagement and disengagement of the disconnect clutch.

Abstract: Systems and methods for a power take-off (PTO) assembly. The PTO assembly, in one example, couples to a shaft and is driven by rotation of the shaft. The PTO assembly includes a disconnect clutch that selectively couples a bi-directional pump to the shaft. The disconnect clutch is passively actuated based on hydraulic system pressure to disengage the disconnect clutch when a prime mover is in operation and engage the disconnect clutch when the prime mover is shut down.

Abstract: A transmission system is provided. The transmission system includes an electric motor rotationally coupled to a first pump, a second pump, and a third pump via a drive shaft, where an output of the first pump is in fluidic communication with a lubrication circuit and where an output of the third pump is in fluidic communication with an actuation circuit. The transmission system further includes a valve fluidly coupled to the output of the first pump and an output of the second pump and a controller including instructions stored in non-transitory memory that when executed during a first operating condition, cause the controller to selectively operate the valve based on a change in one or more operating conditions in the transmission system.

Abstract: Methods and systems are provided for a transmission clutch. In one example, the clutch has a pressure control system that includes a piston housing enclosing a piston cavity and a piston, as well as a diffusor positioned in the piston cavity. The diffusor may have tangential channels for directing flow of a fluid into the piston cavity.

Abstract: Systems and methods for a power take-off (PTO) assembly. The PTO assembly, in one example, includes a bi-directional pump in fluidic communication with a fluid reservoir and a hydraulic system and a disconnect clutch configured to mechanically disengage and disconnect the bi-directional pump from a transmission when a prime mover is in operation, and mechanically engage and connect the bi-directional pump to the transmission when the prime mover is shut down. The PTO assembly further includes an electro-mechanical valve configured to trigger engagement and disengagement of the disconnect clutch.

Abstract: Methods and systems for a vehicle transmission are provided. An electromechanical transmission system includes, in one example, a power take-off (PTO) clutch configured to, in a first position, permit a motive power source shaft to solely drive a PTO. The PTO clutch is further configured to, in a second position, permit a first electric machine and a second electric machine to continuously vary a torque that is supplied to the PTO by the motive power source shaft.

Abstract: Systems and methods for a power take-off (PTO) assembly. The PTO assembly, in one example, couples to a shaft and is driven by rotation of the shaft. The PTO assembly includes a disconnect clutch that selectively couples a bi-directional pump to the shaft. The disconnect clutch is passively actuated based on hydraulic system pressure to disengage the disconnect clutch when a prime mover is in operation and engage the disconnect clutch when the prime mover is shut down.

Abstract: Systems and methods for a power take-off (PTO) assembly. The PTO assembly, in one example, includes a bi-directional pump in fluidic communication with a fluid reservoir and a hydraulic system and a disconnect clutch configured to mechanically disengage and disconnect the bi-directional pump from a transmission when a prime mover is in operation, and mechanically engage and connect the bi-directional pump to the transmission when the prime mover is shut down. The PTO assembly further includes an electro-mechanical valve configured to trigger engagement and disengagement of the disconnect clutch.

Abstract: A transmission system is provided. The transmission system includes an electric motor rotationally coupled to a first pump, a second pump, and a third pump via a drive shaft, where an output of the first pump is in fluidic communication with a lubrication circuit and where an output of the third pump is in fluidic communication with an actuation circuit. The transmission system further includes a valve fluidly coupled to the output of the first pump and an output of the second pump and a controller including instructions stored in non-transitory memory that when executed during a first operating condition, cause the controller to selectively operate the valve based on a change in one or more operating conditions in the transmission system.

Abstract: Methods and systems for a vehicle transmission are provided. An electromechanical transmission system includes, in one example, a power take-off (PTO) clutch configured to, in a first position, permit a motive power source shaft to solely drive a PTO. The PTO clutch is further configured to, in a second position, permit a first electric machine and a second electric machine to continuously vary a torque that is supplied to the PTO by the motive power source shaft.

Abstract: A controllable hydrodynamic retarder system for a transmission including an electronic controller unit (ECU) for selecting and controlling brake torque by adjusting a retarder outlet pressure is described. The system can include an algorithm to calculate a retarder outlet pressure set point or tables or brake torque curves or profiles to allow the ECU to calculate or look up the functional relationships between the retarder RT outlet pressure, a vehicle or rotor speed, and a brake torque curve selected by the operator to provide the selected RT outlet pressure. The systems disclosed can also include a cooling system or utilize a vehicles engine cooling system. In one embodiment, the cooler can be shared between a transmission and the controllable retarder and can be adjusted to accommodate cooling requirements. The ECU can also make adjustments to the RT outlet pressure to address short term and long term RT overheating protection independent of the cooling system.

Abstract: A method of shifting gears including providing a driveline for a vehicle. The driveline has an electric drive motor and a powershift transmission. The transmission has a first transmission stage and a second transmission stage. The method includes performing a range shift including handing over torque transmission from a range clutch of the first or second transmission to the other range clutch. The method also includes, simultaneously with the range shift, engaging one of the direction clutches of one transmission or keeping one of the direction clutches engaged.

Abstract: A hydrodynamic retarder system for a vehicle is provided. In a first operational state with the vehicle powered on and a retarder deactivated, a pump directs fluid flow from a fluid sump to a retarder inlet valve in the closed position and directs fluid flow to a second sump. In a second operational state with the vehicle on and the retarder activated, the retarder inlet valve moves to the open position directing fluid flow into a retarder chamber and flowing out of the retarder chamber after filling a second volume and discharging to the second sump.

Abstract: A method of shifting gears including providing a driveline for a vehicle. The driveline has an electric drive motor and a powershift transmission. The transmission has a first transmission stage and a second transmission stage. The method includes performing a range shift including handing over torque transmission from a range clutch of the first or second transmission to the other range clutch. The method also includes, simultaneously with the range shift, engaging one of the direction clutches of one transmission or keeping one of the direction clutches engaged.

Abstract: A method of shifting gears including providing a driveline for a vehicle. The driveline has an electric drive motor and a powershift transmission. The transmission has a first transmission stage and a second transmission stage. The method includes performing a range shift including handing over torque transmission from a range clutch of the first or second transmission to the other range clutch. The method also includes, simultaneously with the range shift, engaging one of the direction clutches of one transmission or keeping one of the direction clutches engaged.

Abstract: A hydrodynamic retarder system for a vehicle is provided. In a first operational state with the vehicle powered on and a retarder deactivated, a pump directs fluid flow from a fluid sump to a retarder inlet valve in the closed position and directs fluid flow to a second sump. In a second operational state with the vehicle on and the retarder activated, the retarder inlet valve moves to the open position directing fluid flow into a retarder chamber and flowing out of the retarder chamber after filling a second volume and discharging to the second sump.

Abstract: A controllable hydrodynamic retarder system for a transmission including an electronic controller unit (ECU) for selecting and controlling brake torque by adjusting a retarder outlet pressure is described. The system can include an algorithm to calculate a retarder outlet pressure set point or tables or brake torque curves or profiles to allow the ECU to calculate or look up the functional relationships between the retarder RT outlet pressure, a vehicle or rotor speed, and a brake torque curve selected by the operator to provide the selected RT outlet pressure. The systems disclosed can also include a cooling system or utilize a vehicles engine cooling system. In one embodiment, the cooler can be shared between a transmission and the controllable retarder and can be adjusted to accommodate cooling requirements. The ECU can also make adjustments to the RT outlet pressure to address short term and long term RT overheating protection independent of the cooling system.

Abstract: The invention relates to a driveline (1) for a vehicle, comprising: an electric drive motor (2); and a powershift transmission (3) comprising at least: a first transmission stage (3a) having a first input (5) drivingly engaged with the electric drive motor (2), a first output (6), a first clutching device (7), and a second clutching device (8), wherein the first input (5) is configured to be drivingly engaged with the first output (6) by engaging the first clutching device (7) and by disengaging the second clutching device (8), and wherein the first input (5) is configured to be drivingly engaged with the first output (6) by engaging the second clutching device (8) and by disengaging the first clutching device (7); and a second transmission stage (3b) having a second input (13) drivingly engaged with the first output (6), a second output (14), a third clutching device (15), and a fourth clutching device (16), wherein the second input (13) is configured to be drivingly engaged with the second output (14) by en