Abstract: Embodiments of a system that configured as a closed loop system, with a pump, an evaporator, a power generator, and a condenser, the combination of which circulate a working fluid to generate electrical power. The embodiments can harvest residual energy in the working fluid to improve efficiency and to reduce power loss that can derive from the pump as well as other auxiliary loads (e.g., fans). In one embodiment, the system incorporates members that operate in response to the working fluid, often in the higher pressure vapor form that occurs after evaporation and/or power generation stages. These members can include mechanical elements, for example, that have motive action (e.g., reciprocate, rotate, etc.) that is useful to satisfy operating and power requirements of auxiliary loads. For the pressurization stage, these mechanical elements may embody a piston-and-cylinder arrangement (or other rotary or linear positive displacement arrangement) that generates motion that can drive the pump.

Abstract: Embodiments of systems that are configured as a closed loop system with a pump, an evaporator, a power generator, and a condenser, the combination of which circulates a working fluid to generate electrical power. The embodiments are configured with a cooling system that can depress the local pressure at or near components that are the target of cooling, which in turn permits the cooling fluid to function at temperatures that can remove heat, even when the ambient temperature rises above desirable levels. In one embodiment, the system is configured with an ejector device that can use energy of the working fluid F in vapor phase to lower the pressure in a housing, or like environment, that encloses critical elements of the generator.

Abstract: Embodiments of a system that configured as a closed loop system, with a pump, an evaporator, a power generator, and a condenser, the combination of which circulate a working fluid to generate electrical power. The embodiments can harvest residual energy in the working fluid to improve efficiency and to reduce power loss that can derive from the pump as well as other auxiliary loads (e.g., fans). In one embodiment, the system incorporates members that operate in response to the working fluid, often in the higher pressure vapor form that occurs after evaporation and/or power generation stages. These members can include mechanical elements, for example, that have motive action (e.g., reciprocate, rotate, etc.) that is useful to satisfy operating and power requirements of auxiliary loads. For the pressurization stage, these mechanical elements may embody a piston-and-cylinder arrangement (or other rotary or linear positive displacement arrangement) that generates motion that can drive the pump.

Abstract: Embodiments of systems that are configured as a closed loop system with a pump, an evaporator, a power generator, and a condenser, the combination of which circulates a working fluid to generate electrical power. The embodiments are configured with a cooling system that can depress the local pressure at or near components that are the target of cooling, which in turn permits the cooling fluid to function at temperatures that can remove heat, even when the ambient temperature rises above desirable levels. In one embodiment, the system is configured with an ejector device that can use energy of the working fluid F in vapor phase to lower the pressure in a housing, or like environment, that encloses critical elements of the generator.

Abstract: A power transmission device includes a rotatable shaft having an axis of rotation. A lubrication pump includes an inner rotor and an outer rotor in meshed engagement with one another. A clutch continuously drivingly couples one of the inner rotor and the outer rotor and the shaft to limit the power transferred from the shaft to the lubrication pump. The clutch includes a plurality of circumferentially spaced-apart protrusions biasedly engaged with the shaft.

Abstract: A driveline component with a first drive member, which is rotatable about an axis, a second drive member and a clutch. The second drive member has a hub, which is supported on the first drive member for rotation about the axis, and a transmission portion. The transmission portion, which is configured to engage a flexible power transmitting member, is disposed about the hub and aligned to a transmission axis that is generally perpendicular to the axis. The clutch has a spring and a set of interleaved clutch plates having portions that are coupled for rotation with a respective one of the first drive member and the second drive member. The spring generates a force that is transmitted through the hub such that the clutch plates frictionally engage one another. The location of the transmission portion relative to the transmission axis is unaffected by wearing of the set of clutch plates.

Abstract: A friction clutch comprising a plurality of first clutch plates and a plurality of second clutch plates, wherein at least a portion of each of the first clutch plates is frusto-conical in shape and wherein at last a portion of each of the second clutch plates has a shape that conforms to the at least the portion of the first clutch plates. A method for forming a friction clutch is also provided.

Abstract: A method for controlling slip across a torque limiting clutch includes determining a driveline slip threshold. A cut-off temperature is determined based on at least one of a clutch temperature, a steering wheel input and a vehicle speed. A driveline slip is determined. At least of a spark retardation and a throttle cut-off is initiated when the clutch temperature is greater than the cut-off temperature and the driveline slip is greater than the driveline slip threshold.

Abstract: A method for controlling slip across a torque limiting clutch includes determining a driveline slip threshold. A cut-off temperature is determined based on at least one of a clutch temperature, a steering wheel input and a vehicle speed. A driveline slip is determined. At least of a spark retardation and a throttle cut-off is initiated when the clutch temperature is greater than the cut-off temperature and the driveline slip is greater than the driveline slip threshold.

Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: A friction clutch comprising a plurality of first clutch plates and a plurality of second clutch plates, wherein at least a portion of each of the first clutch plates is frusto-conical in shape and wherein at last a portion of each of the second clutch plates has a shape that conforms to the at least the portion of the first clutch plates. A method for forming a friction clutch is also provided.

Abstract: A driveline component with a first drive member, which is rotatable about an axis, a second drive member and a clutch. The second drive member has a hub, which is supported on the first drive member for rotation about the axis, and a transmission portion. The transmission portion, which is configured to engage a flexible power transmitting member, is disposed about the hub and aligned to a transmission axis that is generally perpendicular to the axis. The clutch has a spring and a set of interleaved clutch plates having portions that are coupled for rotation with a respective one of the first drive member and the second drive member. The spring generates a force that is transmitted through the hub such that the clutch plates frictionally engage one another. The location of the transmission portion relative to the transmission axis is unaffected by wearing of the set of clutch plates.

Abstract: A power transmission device includes a rotatable shaft having an axis of rotation. A lubrication pump includes an inner rotor and an outer rotor in meshed engagement with one another. A clutch continuously drivingly couples one of the inner rotor and the outer rotor and the shaft to limit the power transferred from the shaft to the lubrication pump. The clutch includes a plurality of circumferentially spaced-apart protrusions biasedly engaged with the shaft.

Abstract: A lubrication and shift system for a power transfer device includes an input shaft, an output shaft driven by the input shaft and a lubrication pumping system, including a pump being driven by the input shaft to provide pressurized fluid to a first fluid path. A first pump control system includes a cover plate being moveable to vary the output of the pump. A second pump control system includes a valve member selectively moveable to open and close a second fluid path. The pump output pressure is reduced when the second fluid path is open. A third pump control system includes a torque-limiting coupling limiting a maximum input torque to the pump.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and the first and second axleshafts, first and second mode clutches and a brake unit. The first mode clutch is operable to increase the rotary speed of the first axleshaft which, in turn, causes a corresponding decrease in the rotary speed of the second axleshaft. The second mode clutch is operable to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. The brake unit is operable to engage the speed changing unit. A control system controls actuation of both mode clutches.

Abstract: A vehicle driveline that includes a first driveline component, which has a housing and a first power transmitting member, a second driveline component, which has a second power transmitting member, and a torque-limiting coupling that has a first clutch portion and a second clutch portion. The first clutch portion includes a first body that is removably coupled to the first power transmitting member for rotation therewith. The second clutch portion has a second body that is removably coupled to the second power transmitting member for rotation therewith. The second clutch portion is disposed outside the housing of the first driveline component. The torque-limiting coupling is configured to limit torque transmission between the first and second bodies. Related methods for operating a vehicle driveline and coupling vehicle driveline components are also provided.

Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: A transfer case for a motor vehicle having an input shaft, a first output shaft, a second output shaft, a clutch, a transfer mechanism, a sensor portion and a magnetoelastic torque sensor. The clutch has a clutch pack and a thrust mechanism that is configured to exert an engagement force on the clutch pack. The clutch pack has a first portion, which is rotatably driven by either or both of the input shaft and the first output shaft, and a second portion that is supported for rotation relative to the first portion. The transfer mechanism couples the second portion of the clutch pack to the second output shaft. The sensor portion is coupled to the first or second output shaft and is at least partially formed of a magnetoelastic material. The magnetoelastic torque sensor is disposed about and radially in-line with the sensor portion.

Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes a hydraulic clutch actuation system. The hydraulic clutch actuation system includes a primary fluid circuit coupled to a secondary fluid circuit by a pressure intensifier. The pressure intensifier provides magnified pressure to a piston for actuating the clutch pack.