Nmhg Oregon, LLC

Other

Hyster - Yale Group, Inc.

Hyster-yale Materials Handling, Inc.

Nacco Materials Handling Group, Inc.

Chenyao Chen

Robert Lee Chess

John Rowley

Robert David Clark

John Robey

Troy Fox

Jacob Bryant

Tabassum Hossainy

David Brisbine

Hong-Chin Lin

Kristian Ressler

Side Zhao

A stack current controller may be configured to request a current magnitude from a fuel cell. The current magnitude requested is based at least on a battery state of charge and is performed in a stepwise manner among a plurality of current magnitude steps, where each current magnitude step includes a debounce range with respect to at least one other current magnitude step. The stack current controller may be configured to control the fuel cell to output the requested current magnitude, determine an average current output by the fuel cell over a time period, and modify a current magnitude associated with one of the current magnitude steps based on the average current.

System and methods for determining a stack current request based on fuel cell operational conditions

A stack current controller may be configured to determine a stack current request based on a state of charge of a battery, an error based on a difference between an actual coolant temperature and a coolant temperature setpoint, or both. A plurality of stack current levels may be implemented corresponding to different battery state-of-charge thresholds. The determined stack current magnitude may be the lowest current magnitude that provides sufficient heat to maintain a coolant temperature at the coolant temperature setpoint or within the coolant temperature threshold. The determined stack current magnitude may be the highest current magnitude that provides sufficient power while maintaining a coolant temperature at the coolant temperature setpoint or within the coolant temperature threshold.

A drive system () comprising an input shaft (); a first clutch () configured to selectively couple a first gear () to the input shaft (); an output shaft (); a second gear () engaging with the first gear (); and a drive axle clutch system () having different travel direction clutches.

Vehicle transmission with clutch pack overrun

A motorized vehicle includes a transmission system and an inch/brake device providing at least two ranges of motion. An engagement force of the transmission system is provided in a first range of motion of the inch/brake device, and a braking force of the motorized vehicle is provided in a second range of motion of the inch/brake device. An accelerator device moves between two or more positions, wherein moving the accelerator device from one position to another position causes an amount of overlap between the first and second ranges of motion of the inch/brake device to vary.

Dynamically adjustable inch/brake overlap for vehicle transmission control

A drive axle assembly includes a drive axle configured to rotate with a driving torque, a first clutch pack assembly located at an end of the drive axle, and a second clutch pack assembly located at an opposite end of the drive axle. A first drive wheel assembly is operatively connected to the first clutch pack assembly, wherein the first clutch pack assembly is configured to convert the driving torque of the drive axle to a first driving torque of the first drive wheel. A second drive wheel assembly is operatively connected to the second clutch pack assembly, wherein the second clutch pack assembly is configured to convert the driving torque of the drive axle to a second driving torque of the second drive wheel.

Direct power reversing drive axle

A transmission system () comprising an input shaft (); a first clutch () configured to selectively couple a first gear () to the input shaft (); an output shaft (); a second gear () engaging with the first gear (), &#x2014;and a second clutch () configured to couple the second gear () to the output shaft () when the first gear () rotates the second gear () faster than the output shaft ().

Due to time delays, vehicle speed may become difficult to control. A predictive speed controller is configured to receive a desired speed request for a vehicle and simulate vehicle responses according to the desired speed request. A compensation value is derived from the simulated vehicle responses that compensates for the time delays of the vehicle. The actual speed of the vehicle is then controlled according to the compensation value.

Predictive vehicle controller

A method for controlling a power-shift transmission comprising controlling a vehicle travel speed by simultaneously slipping two or more clutch packs associated with opposing directions of vehicle travel and adjusting an engine speed, according to a programmed response associated with a change in one or more of the engine speed, a torque converter slip, a selected direction of vehicle travel, and an accelerator position.

Growing community of inventors

Portland, OR, United States of America

Chenyao Chen