Abstract: Methods and systems for operating a clutch of an axle are provided. In one example, the clutch may be characterized in static or dynamic conditions. The clutch characterization may be a basis for subsequently operating the clutch during gearbox shifting. In particular, an amount of torque that is transferred via the clutch may be controlled or adjusted according to the clutch characterization.

Abstract: Methods and systems for operating a clutch of an axle are provided. In one example, the clutch may be characterized in static or dynamic conditions. The clutch characterization may be a basis for subsequently operating the clutch during gearbox shifting. In particular, an amount of torque that is transferred via the clutch may be controlled or adjusted according to the clutch characterization.

Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: A vehicle including a frame having an axle and a support apparatus coupled thereto. The support apparatus is configured to support a load coupled to the axle and permit the load to translate along an x-axis, a y-axis, and a z-axis.

Abstract: A modular electric axle head assembly for a vehicle. An axle assembly of the vehicle includes a banjo portion with a first opening extending from an inner surface to an outer surface of an inboard side of the banjo portion. At least a portion of a differential assembly disposed within at the banjo portion of the axle assembly and is drivingly connected to at least a portion of a gear assembly. The gear assembly is also drivingly connected to a motor output shaft. At least a portion of the gear assembly is disposed within a hollow portion of a gear assembly housing. An outboard portion of the gear assembly housing has a mounting flange that is integrally connected to the inboard side of the banjo portion. A first and second protruding portion extends from the axle assembly mounting flange and provides rotational support for the differential assembly.

Abstract: An electric axle drivetrain assembly for use in a vehicle. The electric axle drivetrain assembly includes a motor that is drivingly connected to at least a portion of a differential assembly. Drivingly connected to ends of the differential assembly is a first axle half shaft and a second axle half shaft. At least a portion of a first and second wheel end assembly is connected to at least a portion of an end of the first and second axle half shafts opposite the differential assembly. A vehicle suspension system having a support member has a first hub carrier portion connected to a first end portion thereof and a second hub carrier portion connected to a second end portion thereof. Connected to at least a portion of a chassis is the motor and/or the differential assembly.

Abstract: Methods and systems for operating a clutch of an axle are provided. In one example, the clutch may be characterized in static or dynamic conditions. The clutch characterization may be a basis for subsequently operating the clutch during gearbox shifting. In particular, an amount of torque that is transferred via the clutch may be controlled or adjusted according to the clutch characterization.

Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: A vehicle including a frame having an axle and a support apparatus coupled thereto. The support apparatus is configured to support a load coupled to the axle and permit the load to translate along an x-axis, a y-axis, and a z-axis.

Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: An electric axle drivetrain assembly for use in a vehicle. The electric axle drivetrain assembly includes a motor that is drivingly connected to at least a portion of a differential assembly. Drivingly connected to ends of the differential assembly is a first axle half shaft and a second axle half shaft. At least a portion of a first and second wheel end assembly is connected to at least a portion of an end of the first and second axle half shafts opposite the differential assembly. A vehicle suspension system having a support member has a first hub carrier portion connected to a first end portion thereof and a second hub carrier portion connected to a second end portion thereof. Connected to at least a portion of a chassis is the motor and/or the differential assembly.

Abstract: An electric drivetrain having a primary motor-generator assembly, an electric axle drive unit and a power source. The primary motor-generator assembly includes a primary mover, a first gearbox in driving engagement with the primary mover and a first clutch. The first gearbox is in driving engagement with the primary mover. The electric axle drive unit includes a differential assembly, a second motor-generator assembly in driving engagement with a wheel assembly and a third motor-generator assembly in driving engagement with another wheel assembly. The differential assembly is in selective engagement with the first clutch, the second motor-generator assembly via a first axle clutch, and the third motor-generator assembly via a second axle clutch. The electric axle drive unit is selectively engaged with the primary motor-generator assembly via the first clutch. The second and third motor-generator assemblies include a motor-generator and a reducing gearbox portion.

Abstract: An electric drivetrain having a primary motor-generator assembly, an electric axle drive unit and a power source. The primary motor-generator assembly includes a primary mover, a first gearbox in driving engagement with the primary mover and a first clutch. The first gearbox is in driving engagement with the primary mover. The electric axle drive unit includes a differential assembly, a second motor-generator assembly in driving engagement with a wheel assembly and a third motor-generator assembly in driving engagement with another wheel assembly. The differential assembly is in selective engagement with the first clutch, the second motor-generator assembly via a first axle clutch, and the third motor-generator assembly via a second axle clutch. The electric axle drive unit is selectively engaged with the primary motor-generator assembly via the first clutch. The second and third motor-generator assemblies include a motor-generator and a reducing gearbox portion.

Abstract: A hybrid drivetrain is provided. The hybrid drivetrain comprises a power source, a transmission, and a tandem axle assembly. The transmission includes a primary clutch and is drivingly engaged with the power source. The tandem axle assembly includes a first axle and a second axle and is drivingly engaged with the transmission. One of the transmission and the tandem axle assembly includes a first motor generator in electrical communication with a battery. The first motor generator and the primary clutch facilitate operating the hybrid drivetrain as a hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain may further comprise second and third motor generators in electrical communication with the battery to facilitate operating the hybrid drivetrain in a plurality of operating modes.

Abstract: Regular series-parallel hybrid electric powertrains (powersplit eCVT) are two-motor HEV propulsion systems mated with a planetary gear, and most mild or full parallel hybrid systems are single motor systems with a gearbox or continuously variable transmission (CVT) coupled with an electric machine. Coupling a ball-type continuously variable planetary (CVP), such as a VariGlide®, with one electric machine enables the creation of a parallel HEV architecture with the CVP functioning as a continuously variable transmission, and the motor providing the functionality of electric assist, starter motor capability, launch assist and regenerative braking. Two motor variants provide series-parallel hybrid electric vehicle (HEV) architectures.

Abstract: A modular electric axle head assembly for a vehicle. An axle assembly of the vehicle includes a banjo portion with a first opening extending from an inner surface to an outer surface of an inboard side of the banjo portion. At least a portion of a differential assembly disposed within at the banjo portion of the axle assembly and is drivingly connected to at least a portion of a gear assembly. The gear assembly is also drivingly connected to a motor output shaft. At least a portion of the gear assembly is disposed within a hollow portion of a gear assembly housing. An outboard portion of the gear assembly housing has a mounting flange that is integrally connected to the inboard side of the banjo portion. A first and second protruding portion extends from the axle assembly mounting flange and provides rotational support for the differential assembly.

Abstract: 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.

Abstract: A hybrid drivetrain (100) is provided. The hybrid drivetrain comprises a power source (102), a first motor generator assembly (104), and an electric axle drive unit (106). The first motor generator assembly includes a primary clutch (114) for drivingly engaging the power source with a first motor-generator (116). The electric axle drive unit comprises at least a second motor generator (140) drivingly engaged with the first motor generator and a pair of wheel assemblies (112). The power source, the first motor generator assembly, and the electric axle drive unit facilitate operating the hybrid drivetrain as a series-parallel hybrid drivetrain in a plurality of operating modes. The hybrid drivetrain meets the exacting needs of commercial vehicles while providing fuel efficiency improvements for vehicles incorporating the hybrid drivetrain.

Abstract: A non-driven axle for a vehicle or a trailer is provided. The non-driven axle includes a first arm portion, a second arm portion, and a central portion. The first arm portion is for rotatably mounting a first wheel hub. The second arm portion is for rotatably mounting a second wheel hub. The second arm portion is on an axial end of the central portion opposite the first arm portion. The central portion is between the first arm portion and the second arm portion and may be substantially U-shaped or substantially ring-shaped. The substantially U-shaped central portion includes a main portion and a radially inner portion. The substantially ring-shaped central portion includes a main portion and an inner portion. The non-driven axle reduces a weight of a vehicle or trailer while capable of being lifted without interfering with an operation of a drive axle.

Abstract: A non-driven axle for a vehicle or a trailer is provided. The non-driven axle includes a first arm portion, a second arm portion, and a central portion. The first arm portion is for rotatably mounting a first wheel hub. The second arm portion is for rotatably mounting a second wheel hub. The second arm portion is on an axial end of the central portion opposite the first arm portion. The central portion is between the first arm portion and the second arm portion and may be substantially arch-shaped or substantially ring-shaped. The substantially arch-shaped central portion includes a main portion and a radially inner portion. The substantially ring-shaped central portion includes a main portion and an inner portion. The non-driven axle reduces a weight of a vehicle or trailer while capable of being lifted without interfering with an operation of a drive axle.