Abstract: A torque convertor and direct drive unit arrangement and operating methods are provided herein. In one example, a prime mover may be configured to be coupled to a transmission via one of a torque convertor and a direct drive unit, the direct drive unit including a higher range clutch and a lower range clutch.

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: 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: 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 torque convertor and direct drive unit arrangement and operating methods are provided herein. In one example, a prime mover may be configured to be coupled to a transmission via one of a torque convertor and a direct drive unit, the direct drive unit including a higher range clutch and a lower range clutch.

Abstract: A power system for a vehicle comprising: a first engine, a second motor/generator, and a third motor/generator. The system further comprising: a first gearset with a first power train section coupled to an input side of the first gearset and a second power train section coupled to an output side of the first gearset. A mode selection device comprising at least two positions: a first position of the mode selection device coupling the third motor/generator to the first power train section, and a second position coupling third motor/generator to the second power train section. A clutch selectively connecting the first machine and the first power train section.

Abstract: Methods and systems for and electric driveline are provided. The electric driveline system, in one example, includes an electric drive unit with a planetary gearset that includes a first gearset component that is rotationally coupled to a first electric machine and a second electric machine. The electric drive unit additionally includes an output shaft rotationally coupled to a second gearset component in the planetary gearset, a first friction clutch configured to selectively brake a third gearset component in the planetary gearset, and a second friction clutch configured to selectively couple the first gearset component to an output shaft.

Abstract: Methods and systems for an electric driveline are provided. In one example, the electric driveline system includes a transmission with a planetary gearset, with a first gearset component rotationally coupled to a first electric machine and a second electric machine, and a first output interface and a second output interface rotationally coupled to a first axle and a second axle, respectively, and a second gearset component in the planetary gearset. The driveline system further includes a first friction clutch configured to selectively brake a third gearset component and a second friction clutch configured to selectively couple the first gearset component to an output shaft.

Abstract: A method and system for operating a transmission that includes two power take off devices is described. In one example, an internal combustion engine and/or an electric machine may supply power to accessory devices via first and second power take off devices. Alternatively, power may be delivered to the transmission via one or both of the first and second power take off devices.

Abstract: Torque converter arrangements and operating methods are provided herein. In one example, the torque converter includes a first attachment interface designed to rotationally couple to a prime mover and a second attachment interface designed to rotationally couple to a transmission. The torque converter further includes a lock-up clutch with an engagement spring embedded in an actuation piston, a plurality of separator plates supported by one or more guiding pins that extend through the plurality of separator plates and into a casing, and a plurality of friction plates interleaved with the plurality of separator plates, where the plurality of separator plates and friction plates are axially captured between the actuation piston and an end plate.

Abstract: Methods and systems for a vehicle transmission are provided. In one example, a vehicle transmission system includes a first planetary gear set rotationally coupled to a second planetary gear set and a first electrical machine rotationally coupled to a gear in the first planetary gear set. The vehicle transmission system further includes a second electrical machine rotationally coupled to a gear in the second planetary gear set and a first clutch configured to selectively disconnect the first and second planetary gear sets from a drive axle.

Abstract: Torque converter arrangements and operating methods are provided herein. In one example, the torque converter includes a first attachment interface designed to rotationally couple to a prime mover and a second attachment interface designed to rotationally couple to a transmission. The torque converter further includes a lock-up clutch with an engagement spring embedded in an actuation piston, a plurality of separator plates supported by one or more guiding pins that extend through the plurality of separator plates and into a casing, and a plurality of friction plates interleaved with the plurality of separator plates, where the plurality of separator plates and friction plates are axially captured between the actuation piston and an end plate.

Abstract: Methods and systems for a vehicle transmission are provided. In one example, a vehicle transmission system includes a first planetary gear set rotationally coupled to a second planetary gear set and a first electrical machine rotationally coupled to a gear in the first planetary gear set. The vehicle transmission system further includes a second electrical machine rotationally coupled to a gear in the second planetary gear set and a first clutch configured to selectively disconnect the first and second planetary gear sets from a drive axle.

Abstract: Methods and systems for a vehicle transmission are provided. In one example, a vehicle transmission system includes a first planetary gear set rotationally coupled to a second planetary gear set and a first electrical machine rotationally coupled to a gear in the first planetary gear set. The vehicle transmission system further includes a second electrical machine rotationally coupled to a gear in the second planetary gear set and a first clutch configured to selectively disconnect the first and second planetary gear sets from a drive axle.

Abstract: The present disclosure relates to a method and an apparatus for controlling a lubricant flow rate in a wet clutch. The method comprising: determining a clutch state as an open state, a closed state or a slipping state; determining a clutch temperature and a sump lubricant temperature; based at least on the clutch state, the clutch temperature and the sump lubricant temperature, selecting one out of a plurality of maps, wherein each map maps one or more operating parameters of the clutch on a target lubricant flow rate; determining a target lubricant flow rate based on the one or more operating parameters according to the selected map; and controlling a lubricant flow control device based on the determined target lubricant flow rate.

Abstract: A clutch assembly may have an axially slidable first plate, an axially fixed second plate disposed opposite the first plate, and a clutch pack arranged between the first plate and the second plate. The clutch pack may have a number of axially slidable consecutively arranged friction plates and separator plates. The assembly may also have an actuator axially movable between a first position and a second position, where, in the first position, the clutch pack is opened and, in the second position, the clutch pack is closed and the friction plates are frictionally engaged. The assembly may also have a return spring configured to bias the actuator in a direction away from the clutch pack towards the first position. The assembly may also have an engagement spring element configured to exert an elastic force on the clutch pack.

Abstract: An electric driveline, comprising at least a first and a second electric machine, at least a first and a second output, and at least a first planetary gear set including three drivingly connected components including a sun gear, a planetary carrier and a ring gear. The first and the second electric machine are drivingly connected or connectable with the first and the second output via the first planetary gear set. At least one of the first and the second electric machine is selectively connected with the same one of the three components of the first planetary gear set via at least two different gear ratios, and/or the same one of the three components of the first planetary gear set is selectively connected with each of the first and the second output via at least two different gear ratios. The disclosure further concerns a method of operating an electric driveline.

Abstract: Methods and systems are provided for wet clutch pressure control to reduce drag and degradation of rotary seals in a transmission. In one example, a method may include determining an upper threshold pressure based on a rotational speed of a shaft of the transmission, determining a lower threshold pressure based on the rotational speed of the shaft, and adjusting a pressure of hydraulic fluid applied to the clutch to be between the upper threshold pressure and the lower threshold pressure. In this way, the pressure of the hydraulic fluid applied to the clutch may be maintained at a level that allows full torque transfer by the wet clutch while reducing drag on the rotary seals.

Abstract: A power system for a vehicle comprising: a first engine, a second motor/generator, and a third motor/generator. The system further comprising: a first gearset with a first power train section coupled to an input side of the first gearset and a second power train section coupled to an output side of the first gearset. A mode selection device comprising at least two positions: a first position of the mode selection device coupling the third motor/generator to the first power train section, and a second position coupling third motor/generator to the second power train section. A clutch selectively connecting the first machine and the first power train section.

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.