Abstract: A transmission system selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes a waste heat recovery (WHR) system, a brake assembly and a phase-change thermal heat storage system. The WHR system selectively circulates a WHR fluid in the transmission system. The brake assembly selectively couples a transmission output shaft to a drive axle. The brake assembly is configured to operate in a braking mode that retards relative rotation between the transmission output shaft and the drive axle while generating heat. The heat storage system includes a housing defining at least one cavity and a fluid transfer manifold. A phase-change material is disposed in the cavity that is configured to change phase during the braking mode. The WHR system circulates the WHR fluid through the fluid transfer manifold collecting braking heat to be used at a later time in the form of driveline power.

Abstract: A transmission system selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes a waste heat recovery (WHR) system, a brake assembly and a phase-change thermal heat storage system. The WHR system selectively circulates a WHR fluid in the transmission system. The brake assembly selectively couples a transmission output shaft to a drive axle. The brake assembly is configured to operate in a braking mode that retards relative rotation between the transmission output shaft and the drive axle while generating heat. The heat storage system includes a housing defining at least one cavity and a fluid transfer manifold. A phase-change material is disposed in the cavity that is configured to change phase during the braking mode. The WHR system circulates the WHR fluid through the fluid transfer manifold collecting braking heat to be used at a later time in the form of driveline power.

Abstract: A dual clutch transmission includes a first and second concentric input shafts, a dual clutch assembly, a mainshaft coaxial with the first input shaft, a first countershaft, a second countershaft, and planetary range gearing with high and low ratios. The dual clutch transmission has six forward gear meshes and the high and low range ratios of the range gearing to provide ten forward gear ratios for the transmission. The transmission is powershiftable between consecutive gear ratios of the ten forward gear ratios such that no torque interrupt occurs during sequential shifts.

Abstract: A transmission system selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes a waste heat recovery (WHR) system, a brake assembly and a phase-change thermal heat storage system. The WHR system selectively circulates a WHR fluid in the transmission system. The brake assembly selectively couples a transmission output shaft to a drive axle. The brake assembly is configured to operate in a braking mode that retards relative rotation between the transmission output shaft and the drive axle while generating heat. The heat storage system includes a housing defining at least one cavity and a fluid transfer manifold. A phase-change material is disposed in the cavity that is configured to change phase during the braking mode. The WHR system circulates the WHR fluid through the fluid transfer manifold collecting braking heat to be used at a later time in the form of driveline power.

Abstract: A transmission system selectively coupled to an engine crankshaft of an internal combustion engine arranged on a vehicle includes a waste heat recovery (WHR) system, a brake assembly and a phase-change thermal heat storage system. The WHR system selectively circulates a WHR fluid in the transmission system. The brake assembly selectively couples a transmission output shaft to a drive axle. The brake assembly is configured to operate in a braking mode that retards relative rotation between the transmission output shaft and the drive axle while generating heat. The heat storage system includes a housing defining at least one cavity and a fluid transfer manifold. A phase-change material is disposed in the cavity that is configured to change phase during the braking mode. The WHR system circulates the WHR fluid through the fluid transfer manifold collecting braking heat to be used at a later time in the form of driveline power.

Abstract: A dual clutch transmission includes a first and second concentric input shafts, a dual clutch assembly, a mainshaft coaxial with the first input shaft, a first countershaft, a second countershaft, and planetary range gearing with high and low ratios. The dual clutch transmission has six forward gear meshes and the high and low range ratios of the range gearing to provide ten forward gear ratios for the transmission. The transmission is powershiftable between consecutive gear ratios of the ten forward gear ratios such that no torque interrupt occurs during sequential shifts.

Abstract: A method for manufacturing a gear includes forming a bi-material billet from a steel cylinder having a cylindrical wall, a first end closed with a first steel cap, and an open second end distal to the first end. The method includes disposing a core material other than steel into the steel cylinder, welding a second steel cap onto the steel cylinder to form the bi-material billet, and heating the cylindrical wall. The method includes a first forging blow on the heated billet or on a disk-shaped rough forging forged from the heated billet with a first closed blocker die to produce a partial toothed preform, and a second forging blow on the preform with a second closed blocker die to produce a netshape gear. The first closed blocker die has a die cavity including gear tooth forms, and the partial toothed preform includes a plurality of spaced gear teeth.

Abstract: A dual clutch transmission includes a first and second concentric input shafts, a dual clutch assembly, a mainshaft coaxial with the first input shaft, a first countershaft, a second countershaft, and planetary range gearing with high and low ratios. The dual clutch transmission has six forward gear meshes and the high and low range ratios of the range gearing to provide ten forward gear ratios for the transmission. The transmission is powershiftable between consecutive gear ratios of the ten forward gear ratios such that no torque interrupt occurs during sequential shifts.

Abstract: A dual clutch transmission includes a first and second concentric input shafts, a dual clutch assembly, a mainshaft coaxial with the first input shaft, a first countershaft, a second countershaft, and planetary range gearing with high and low ratios. The dual clutch transmission has six forward gear meshes and the high and low range ratios of the range gearing to provide ten forward gear ratios for the transmission. The transmission is powershiftable between consecutive gear ratios of the ten forward gear ratios such that no torque interrupt occurs during sequential shifts.

Abstract: A method for manufacturing a gear includes forming a bi-material billet from a steel cylinder having a cylindrical wall, a first end closed with a first steel cap, and an open second end distal to the first end. The method includes disposing a core material other than steel into the steel cylinder, welding a second steel cap onto the steel cylinder to form the bi-material billet, and heating the cylindrical wall. The method includes a first forging blow on the heated billet or on a disk-shaped rough forging forged from the heated billet with a first closed blocker die to produce a partial toothed preform, and a second forging blow on the preform with a second closed blocker die to produce a netshape gear. The first closed blocker die has a die cavity including gear tooth forms, and the partial toothed preform includes a plurality of spaced gear teeth.

Abstract: Embodiments of the present invention provide an adaptive noise canceling system. The adaptive noise canceling system may be used in a handset to cancel background noise by generating an anti-noise signal. The adaptive noise canceling system may include first input to receive a first signal from a feedforward microphone; a second input to receive a second signal from an error microphone; a controller coupled to the inputs, the controller configured to adaptively generate an anti-noise signal according to the received signals, wherein the controller derives a profile of the anti-noise signal from the first signal and derives a magnitude of the anti-noise signal from both first and second signal; and an output to transmit the anti-noise signal to a speaker.

Abstract: Embodiments of the present invention provide an adaptive noise canceling system. The adaptive noise canceling system may be used in a handset to cancel background noise by generating an anti-noise signal. The adaptive noise canceling system may include first input to receive a first signal from a feedforward microphone; a second input to receive a second signal from an error microphone; a controller coupled to the inputs, the controller configured to adaptively generate an anti-noise signal according to the received signals, wherein the controller derives a profile of the anti-noise signal from the first signal and derives a magnitude of the anti-noise signal from both first and second signal; and an output to transmit the anti-noise signal to a speaker.

Abstract: A solenoid drive circuit includes a boost energy storage device, such as a capacitor, that captures energy from and discharges energy to a solenoid. Switches control the connection between the boost device, the solenoid, and a power source. This allows the solenoid response time to be variable based on the characteristics of the boost device as well as the solenoid. By providing two different solenoid current rise and decay rates and by capturing and re-using energy stored in the solenoid, the inventive drive circuit enhances solenoid response and increases efficiency.

Abstract: A vehicle shutdown system (10) includes an ignition-enabling device (14) that has an ON state and an OFF state. A controller (18) that has multiple functions is coupled to the ignition-enabling device (14). The controller (18) temporarily maintains operation of the controller functions when the ignition-enabling device (14) is switched to the OFF state.