Patents by Inventor Richard A. Nellums
Richard A. Nellums has filed for patents to protect the following inventions. This listing includes patent applications that are pending as well as patents that have already been granted by the United States Patent and Trademark Office (USPTO).
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Patent number: 10495010Abstract: A method of protecting a multi-function drive axle system from damage, comprising the steps of: determining the axle torque and speed from sensors positioned on the multi-function drive axle system; using the axle torque and speed to approximate damage values for the driveline of the multi-function drive axle system; comparing the approximated values of driveline damage with driveline damage durability targets; identifying if the approximated values of driveline damage exceed the driveline damage durability targets; and limiting the engine torque and/or speed to produce an axle torque and speed corresponding to driveline damage values that do not exceed the driveline damage durability targets.Type: GrantFiled: August 16, 2016Date of Patent: December 3, 2019Assignee: Dana Heavy Vehicle Systems Group, LLCInventors: Richard Nellums, Donald J. Remboski, Steven J. Wesolowski
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Patent number: 10343519Abstract: A tandem drive axle mechanical shift assembly including a first shift rail assembly having a first shift rail actuated via a first pneumatic actuator, and a shift fork having a first end coupled with the first shift rail and a second end coupled with an engagement selector. A second shift rail assembly having a second shift rail actuated via a second pneumatic actuator, and a second shift fork having a first end coupled with the second shift rail and a second end coupled with an inter-axle differential lock-up clutch. First and second primary valves in fluid communication with a reservoir, and a secondary valve in fluid communication with the reservoir and in selective fluid communication with the second pneumatic actuator. A first actuation valve operated by the first shift rail and in selective fluid communication with the first and second primary valves, and the first and second pneumatic actuators.Type: GrantFiled: June 23, 2017Date of Patent: July 9, 2019Assignee: Dana Heavy Vehicle Systems Group, LLCInventors: Stephen A. Edelen, Richard A. Nellums, James F. Ziech
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Patent number: 9989137Abstract: A hydrostatic driveline and method of operating a hydrostatic driveline is provided. The hydrostatic driveline comprises a power source, hydrostatic pump, a hydrostatic motor, a direct drive link, a first transmission portion, and a second transmission portion. The direct drive link is in driving engagement with at least one of the power source and the hydrostatic pump. The first transmission portion is in driving engagement with a vehicle output and the hydrostatic motor. The second transmission portion is in driving engagement with the direct drive link and at least one of the vehicle output and the first transmission portion. The hydrostatic pump, the hydrostatic motor, and the first transmission portion form a first power path for the hydrostatic driveline and the direct drive link and the second transmission portion form a second power path for the hydrostatic driveline.Type: GrantFiled: April 11, 2014Date of Patent: June 5, 2018Assignee: Dana Italia S.p.A.Inventors: Richard A. Nellums, Luca Gilardino, Giulio Ornella, Nicola Tessaro, Ettore Cosoli, Lorenzo Serrao
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Publication number: 20180051637Abstract: A method of protecting a multi-function drive axle system from damage, comprising the steps of: determining the axle torque and speed from sensors positioned on the multi-function drive axle system; using the axle torque and speed to approximate damage values for the driveline of the multi-function drive axle system; comparing the approximated values of driveline damage with driveline damage durability targets; identifying if the approximated values of driveline damage exceed the driveline damage durability targets; and limiting the engine torque and/or speed to produce an axle torque and speed corresponding to driveline damage values that do not exceed the driveline damage durability targets.Type: ApplicationFiled: August 16, 2016Publication date: February 22, 2018Inventors: Richard Nellums, Donald J. Remboski, Steven J. Wesolowski
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Publication number: 20170368934Abstract: A tandem drive axle mechanical shift assembly including a first shift rail assembly having a first shift rail actuated via a first pneumatic actuator, and a shift fork having a first end coupled with the first shift rail and a second end coupled with an engagement selector. A second shift rail assembly having a second shift rail actuated via a second pneumatic actuator, and a second shift fork having a first end coupled with the second shift rail and a second end coupled with an inter-axle differential lock-up clutch. First and second primary valves in fluid communication with a reservoir, and a secondary valve in fluid communication with the reservoir and in selective fluid communication with the second pneumatic actuator. A first actuation valve operated by the first shift rail and in selective fluid communication with the first and second primary valves, and the first and second pneumatic actuators.Type: ApplicationFiled: June 23, 2017Publication date: December 28, 2017Inventors: Stephen A. Edelen, Richard A. Nellums, James F. Ziech
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Patent number: 9347504Abstract: A vehicle driveline torque managing process provides a motor driven actuator that manages clamping forces exerted on a clutch pack and regulates a coupling of power between a driveshaft and one of the axles of a vehicle, based on clutch positions. The process derives coupling torque values by stepping a motor from a maximum clutch separation position through a series of clutch positions while recording a motor driven commanded torque value at each step, up to a maximum clutch compression position having a maximum commanded motor torque value. Then, each motor driven commanded torque value is converted into respective clutch force values as a function of clutch position, thereby relating each clutch torque to a clutch position based on conversion tables stored in a controller that are associated with physical factors that influence clutch torque for each of the respective clutch actuator positions.Type: GrantFiled: December 16, 2014Date of Patent: May 24, 2016Assignee: Dana Automotive Systems Group, LLCInventors: Perry M. Paielli, Richard A. Nellums, Scott A. Smith
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Patent number: 9333857Abstract: A drive axle system (10) and a method for adapting a shift schedule of a drive axle system (10) based on an input is provided. The drive axle system (10) comprises a first shaft (18), a first axle assembly (14), a second axle assembly (16), a clutching device (28), a controller (55), and a plurality of sensors (75). The plurality of sensors (75) are in communication with the controller (55) for sensing at least one of an environmental condition and at least one operating condition the drive axle system (10). Based on the information from the plurality of sensors (75) the controller (55) selects one of a plurality of shift schedules and places the clutching device (28) in one of a first position and a second position.Type: GrantFiled: March 13, 2014Date of Patent: May 10, 2016Assignee: Dana Heavy Vehicle Systems Group, LLCInventors: Timothy J. Morscheck, Kenneth E. Cooper, James F. Ziech, Steven J. Wesolowski, Richard A. Nellums, Donald J. Remboski
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Publication number: 20160076633Abstract: A hydrostatic driveline and method of operating a hydrostatic driveline is provided. The hydrostatic driveline comprises a power source, hydrostatic pump, a hydrostatic motor, a direct drive link, a first transmission portion, and a second transmission portion. The direct drive link is in driving engagement with at least one of the power source and the hydrostatic pump. The first transmission portion is in driving engagement with a vehicle output and the hydrostatic motor. The second transmission portion is in driving engagement with the direct drive link and at least one of the vehicle output and the first transmission portion. The hydrostatic pump, the hydrostatic motor, and the first transmission portion form a first power path for the hydrostatic driveline and the direct drive link and the second transmission portion form a second power path for the hydrostatic driveline.Type: ApplicationFiled: April 11, 2014Publication date: March 17, 2016Inventors: RICHARD A. NELLUMS, LUCA GILARDINO, GIULIO ORNELLA, NICOLA TESSARO, ETTORE COSOLI, LORENZO SERRAO
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Publication number: 20160046185Abstract: A drive axle system (10) and a method for adapting a shift schedule of a drive axle system (10) based on an input is provided. The drive axle system (10) comprises a first shaft (18), a first axle assembly (14), a second axle assembly (16), a clutching device (28), a controller (55), and a plurality of sensors (75). The plurality of sensors (75) are in communication with the controller (55) for sensing at least one of an environmental condition and at least one operating condition the drive axle system (10). Based on the information from the plurality of sensors (75) the controller (55) selects one of a plurality of shift schedules and places the clutching device (28) in one of a first position and a second position.Type: ApplicationFiled: March 13, 2014Publication date: February 18, 2016Applicant: DANA HEAVY VEHICLE SYSTEMS GROUP, LLCInventors: TIMOTHY J. MORSCHECK, KENNETH E. COOPER, JAMES F. ZIECH, STEVEN J. WESOLOWSKI, RICHARD A. NELLUMS, DONALD J. REMBOSKI
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Publication number: 20150176663Abstract: A vehicle driveline torque managing process provides a motor driven actuator that manages clamping forces exerted on a clutch pack and regulates a coupling of power between a driveshaft and one of the axles of a vehicle, based on clutch positions. The process derives coupling torque values by stepping a motor from a maximum clutch separation position through a series of clutch positions while recording a motor driven commanded torque value at each step, up to a maximum clutch compression position having a maximum commanded motor torque value. Then, each motor driven commanded torque value is converted into respective clutch force values as a function of clutch position, thereby relating each clutch torque to a clutch position based on conversion tables stored in a controller that are associated with physical factors that influence clutch torque for each of the respective clutch actuator positions.Type: ApplicationFiled: December 16, 2014Publication date: June 25, 2015Inventors: Perry M. Paielli, Richard A. Nellums, Scott A. Smith
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Patent number: 9020715Abstract: A hierarchical control system for a tandem axle assembly for a vehicle is provided. The hierarchical control system includes a vehicle level controller, an actuator, a shift controller, and a sensor. The shift controller is capable of placing the tandem axle assembly in at least a first operating condition and a second operating condition using the actuator. In response to the sensor and an operating condition of at least one of the power source and the transmission of the vehicle, the shift controller adjusts a manner of placing the tandem axle assembly in at least one of the first operating condition and the second operating condition. The hierarchical control system facilitates performing a shifting procedure in an automatic manner or as desired by an operator of the vehicle without excessively increasing a cost and a complexity of the tandem axle assembly.Type: GrantFiled: November 1, 2013Date of Patent: April 28, 2015Assignee: Dana Heavy Vehicle Systems Group, LLCInventors: Richard A. Nellums, Ananthakrishnan Surianarayanan, Sameer A. Joshi, Sajeev C. Krishnan, Daniel G. Smedley, Ronald K. Markyvech, Sidharth Renganathan, Steven J. Wesolowski
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Patent number: 8911321Abstract: A tandem axle system has a forward axle system and a rear axle system. A method of selectively driving one or both of the axle systems is described.Type: GrantFiled: August 22, 2013Date of Patent: December 16, 2014Assignee: Dana Heavy Vehicle Systems Group, LLCInventors: James F. Ziech, Donald J. Remboski, Richard A. Nellums, Benjamin J. Passino, Stephen C. Cochran, Stephen A. Edelen
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Publication number: 20140129100Abstract: A hierarchical control system for a tandem axle assembly for a vehicle is provided. The hierarchical control system includes a vehicle level controller, an actuator, a shift controller, and a sensor. The shift controller is capable of placing the tandem axle assembly in at least a first operating condition and a second operating condition using the actuator. In response to the sensor and an operating condition of at least one of the power source and the transmission of the vehicle, the shift controller adjusts a manner of placing the tandem axle assembly in at least one of the first operating condition and the second operating condition. The hierarchical control system facilitates performing a shifting procedure in an automatic manner or as desired by an operator of the vehicle without excessively increasing a cost and a complexity of the tandem axle assembly.Type: ApplicationFiled: November 1, 2013Publication date: May 8, 2014Inventors: Richard A. Nellums, Ananthakrishnan Surianarayanan, Sameer A. Joshi, Sajeev C. Krishnan, Daniel G. Smedley, Ronald K. Markyvech, Sidharth Renganathan, Steven J. Wesolowski
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Publication number: 20140057752Abstract: A tandem axle system has a forward axle system and a rear axle system. A method of selectively driving one or both of the axle systems is described.Type: ApplicationFiled: August 22, 2013Publication date: February 27, 2014Inventors: James F. Ziech, Donald J. Remboski, Richard A. Nellums, Benjamin J. Passino, Stephen C. Cochran, Stephen A. Edelen
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Patent number: 8566013Abstract: A method of operating a parallel hybrid electric drive train may include manually selecting a first mode by a user. The first mode include an electric mode that provides for propelling a vehicle using only an electric motor. The method may also include propelling the vehicle in the electric mode, limiting an allowed vehicle acceleration below a predetermined acceleration value, detecting a battery state of charge, and preventing an engine start during operation in the electric mode.Type: GrantFiled: May 15, 2008Date of Patent: October 22, 2013Assignee: Eaton CorporationInventors: Scott William Davis, Thomas R. Connolly, Zhanjiano Zou, Richard A. Nellums
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Patent number: 8523738Abstract: A method of shifting a power distribution unit for a vehicle from a first operating state to a second operating state is provided. The method includes the step of adjusting a rotational speed of a portion of a second axle assembly using a clutching device to impart energy to a lubricant within the second axle assembly. A controller in communication with a power source of the vehicle adjusts an operating condition of the power source to facilitate moving the clutching device. The power distribution unit includes an inter-axle differential capable being placed in a locked condition by the clutching device and of accommodating a rotational difference between a first output gear and a second output gear with the inter-axle differential.Type: GrantFiled: January 19, 2012Date of Patent: September 3, 2013Assignee: Dana Heavy Vehicle Systems Group, LLCInventors: Timothy J. Morscheck, Kenneth E. Cooper, James F. Ziech, Richard A. Nellums, Steven J. Wesolowski, Donald J. Remboski
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Publication number: 20130017927Abstract: A method of shifting a power distribution unit for a vehicle from a first operating state to a second operating state is provided. The method includes the step of adjusting a rotational speed of a portion of a second axle assembly using a clutching device to impart energy to a lubricant within the second axle assembly. A controller in communication with a power source of the vehicle adjusts an operating condition of the power source to facilitate moving the clutching device. The power distribution unit includes an inter-axle differential capable being placed in a locked condition by the clutching device and of accommodating a rotational difference between a first output gear and a second output gear with the inter-axle differential.Type: ApplicationFiled: January 19, 2012Publication date: January 17, 2013Applicant: Dana Heavy Vehicle Systems Group, LLCInventors: Timothy J. Morscheck, Kenneth E. Cooper, James F. Ziech, Richard A. Nellums, Steven J. Wesolowski, Donald J. Remboski
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Publication number: 20090287366Abstract: A method of operating a parallel hybrid electric drive train may include manually selecting a first mode by a user. The first mode include an electric mode that provides for propelling a vehicle using only an electric motor. The method may also include propelling the vehicle in the electric mode, limiting an allowed vehicle acceleration below a predetermined acceleration value, detecting a battery state of charge, and preventing an engine start during operation in the electric mode.Type: ApplicationFiled: May 15, 2008Publication date: November 19, 2009Inventors: Scott W. Davis, Tom Connolly, Zhanjiang Zou, Richard A. Nellums
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Patent number: 7367415Abstract: A hybrid powertrain system includes a first prime mover having an output, a second prime mover having an output, a synchronizing clutch selectively coupling the first prime mover output and the second prime mover output, a multi-ratio transmission having an input, and a planetary gear set selectively coupling the second prime mover output to the first prime mover output or the multi-ratio transmission input based on a coupling state of the synchronizing clutch.Type: GrantFiled: January 28, 2005Date of Patent: May 6, 2008Assignee: Eaton CorporationInventors: James L. Oliver, Richard A. Nellums, Timothy J. Morscheck
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Publication number: 20070254771Abstract: A power train control system for a mobile machine is disclosed. The power train control system has a power source configured to produce a power output, a transmission device operatively connected to receive the power output and propel the mobile machine, and a control module. The control module is configured to receive an indication of a power demand, receive an indication of a current travel speed of the mobile machine, and reference the power demand and the current travel speed with a power train efficiency map to determine a desired power source speed. The power train control system is also configured to control operation of the transmission device to bring a speed of the power source within a predetermined amount of the desired power source speed.Type: ApplicationFiled: November 17, 2006Publication date: November 1, 2007Inventors: Steven J. Funke, Jason K. Bloms, Thomas J. Crowell, Scott A. Leman, James R. Weber, Jeffrey H. Skorupski, Thomas A. Genise, Richard A. Nellums, Daniel G. Smedley, Donald Speranza