Abstract: A system includes a PTO device that selectively couples to a driveline of a vehicle, a motor/generator electrically coupled to an electrical power storage system, and a shared load selectively powered by one of the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator at a first selected ratio in a first position, and couples the shared load to the driveline at a second selected ratio in a second position.

Abstract: An electric axle assembly includes an electric motor having an output shaft. A two stage gear train is coupled with the output shaft. The two stage gear train includes two reduction gears which provide different gear ratios. A differential is provided. A hollow differential input shaft is splined with the differential wherein the hollow input shaft supports driven gears that rotate independently relative to the hollow differential input shaft. A sliding dog clutch is splined to the hollow differential input shaft selectively engaging the driven gears or maintaining a neutral position wherein the electric motor and gear train are disconnected from the differential.

Abstract: A system includes a PTO device that selectively couples to a driveline of a vehicle, a motor/generator electrically coupled to an electrical power storage system, and a shared load selectively powered by one of the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator at a first selected ratio in a first position, and couples the shared load to the driveline at a second selected ratio in a second position.

Abstract: A system includes a PTO device that selectively couples to a driveline of a vehicle, a motor/generator electrically coupled to an electrical power storage system, and a shared load selectively powered by one of the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator at a first selected ratio in a first position, and couples the shared load to the driveline at a second selected ratio in a second position.

Abstract: An electric axle assembly includes an electric motor having an output shaft. A two stage gear train is coupled with the output shaft. The two stage gear train includes two reduction gears which provide different gear ratios. A differential is provided. A hollow differential input shaft is splined with the differential wherein the hollow input shaft supports driven gears that rotate independently relative to the hollow differential input shaft. A sliding dog clutch is splined to the hollow differential input shaft selectively engaging the driven gears or maintaining a neutral position wherein the electric motor and gear train are disconnected from the differential.

Abstract: A system includes a PTO device that selectively couples to a driveline of a vehicle, a motor/generator electrically coupled to an electrical power storage system, and a shared load selectively powered by one of the driveline or the motor/generator. The PTO device further includes a coupling actuator that couples the shared load to the motor/generator at a first selected ratio in a first position, and couples the shared load to the driveline at a second selected ratio in a second position.

Abstract: This invention provides a common means of coupling an alternative power source to a vehicle's drive wheels which is particularly well suited for use with a countershaft-type transmission. This invention also addresses clutch wear by eliminating the need to engage the frictional clutch to launch the vehicle. This invention also improves the acceleration of the vehicle compared to a typical dry friction clutch launch by relying on the HLA system to transfer more power to the drive wheels more quickly than would be transferred by a typical launch engagement of a dry friction clutch in a commercial vehicle.

Abstract: This invention provides a common means of coupling an alternative power source to a vehicle's drive wheels which is particularly well suited for use with a countershaft-type transmission. This invention also addresses clutch wear by eliminating the need to engage the frictional clutch to launch the vehicle. This invention also improves the acceleration of the vehicle compared to a typical dry friction clutch launch by relying on a supplemental motor and associated control system to transfer more power to the drive wheels more quickly than would be transferred by a typical launch engagement of a dry friction clutch in a commercial vehicle.

Abstract: This invention provides a common means of coupling an alternative power source to a vehicle's drive wheels which is particularly well suited for use with a countershaft-type transmission. This invention also addresses clutch wear by eliminating the need to engage the frictional clutch to launch the vehicle. This invention also improves the acceleration of the vehicle compared to a typical dry friction clutch launch by relying on the HLA system to transfer more power to the drive wheels more quickly than would be transferred by a typical launch engagement of a dry friction clutch in a commercial vehicle.

Abstract: A vehicular powertrain system includes a prime mover having an output, a multi-ratio transmission having an input, and a torque reduction coupling system coupling the prime mover output and the multi-ratio transmission input. The exemplary torque reduction coupling system includes a clutch and a planetary gear set selectively coupling the prime mover output to the multi-ratio transmission input. The exemplary planetary gear set includes one components of the planetary gear set being selectively coupled to the clutch.

Abstract: 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.

Abstract: A vehicular centrifugally operated master friction clutch (20) for coupling an engine (18) to a transmission input shaft (28). The clutch includes flyweights (110) pivoted to a driving member (60) rotatable with the engine. Rollers (120) fixed to the flyweights act on ramp surfaces (148) to apply an axial clamping force (CF) to friction member of the clutch driving and driven member. The clamping force is applied through a spring compression (132) to limit the magnitude of clamping force.

Abstract: A vehicular powertrain system includes a prime mover having an output, a multi-ratio transmission having an input, and a torque reduction coupling system coupling the prime mover output and the multi-ratio transmission input. The exemplary torque reduction coupling system includes a clutch and a planetary gear set selectively coupling the prime mover output to the multi-ratio transmission input. The exemplary planetary gear set includes one components of the planetary gear set being selectively coupled to the clutch.

Abstract: An automated vehicle transmission having a wet clutch and an auxiliary motor that is operatively connected to the transmission to overcome residual torque forces in the wet clutch. Residual torque forces in the wet clutch may prevent disengagement of a gear train and also prevent the transmission from shifting into neutral. A control system determines whether residual torque is resisting the disengagement of the gear train for more than a predetermined time period. According to the method, if a shift is delayed for more than the predetermined time period, the auxiliary motor is actuated to apply an oppositely oriented torque to the transmission gear train to overcome the residual torque and allow the transmission to shift into neutral.

Abstract: A control system/method for an at least partially automated transmission system (100) includes means to determine engine fueling required to cause a gross engine output torque (TEG (for zero flywheel torque)) resulting in zero flywheel torque (TFW=0). The engine (102) is caused to be fueled to the level required to cause zero flywheel torque at certain predetermined conditions, such as, for example, when disengaging a currently engaged ratio or during throttle recovery.

Abstract: An automated vehicle transmission having a wet clutch and an auxiliary motor that is operatively connected to the transmission to overcome residual torque forces in the wet clutch. Residual torque forces in the wet clutch may prevent disengagement of a gear train and also prevent the transmission from shifting into neutral. A control system determines whether residual torque is resisting the disengagement of the gear train for more than a predetermined time period. According to the method, if a shift is delayed for more than the predetermined time period, the auxiliary motor is actuated to apply an oppositely oriented torque to the transmission gear train to overcome the residual torque and allow the transmission to shift into neutral.

Abstract: A vehicular centrifugally operated master friction clutch (20) for coupling an engine (18) to a transmission input shaft (28). The clutch includes flyweights (110) pivoted to a driving member (60) rotatable with the engine. Rollers (120) fixed to the flyweights act on ramp surfaces (148) to apply an axial clamping force (CF) to friction member of the clutch driving and driven member. The clamping force is applied through a spring compression (132) to limit the magnitude of clamping force.

Abstract: A control system/method for controlling a vehicle drivetrain (10) including an engine (18), a transmission (12) and, a centrifugal clutch (20) for drivingly coupling the engine output (136) to the transmission input shaft (28) during vehicle launch. A system controller (50) issues command output signals (56) for controlling engine speed (ES) on a closed loop basis.

Abstract: An integral gear life monitor system and method for determining gear use and damage is disclosed. The system includes a first and second sensors for measuring the rotational speed and torque of a driveline component, such as an input shaft of a vehicle transmission, for a particular gear ratio at one or more time intervals over a period of time. Each time interval may be in the range of 40 ms to 100 ms. The period of time may be hours, days, month, or even years. A processor performs a statistical summation technique to transform the signals from the first and second sensors into an equivalent amount time for the particular gear ratio during that period of time. A driveline vibration analyzer can perform an online determination of the torsional vibrations for the particular gear ratio to determine whether vibration is a root cause of why a gear ratio is worn or damaged.

Abstract: A system and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system is provided. The powertrain system includes a number of devices for providing a retarding torque to engine rotation to increase the decay rate of the engine speed during an upshift. These devices include an engine brake and an input shaft brake. A retarding torque is also provided by increasing engine accessory load by controlling various engine accessories such as a cooling fan, an air compressor, a hydraulic pump, an air conditioning compressor, and an alternator.