Deere & Company

Galen R Love

Kyle K McKinzie

Alfred Sigmund Smemo

Steven R Fliearman

Briton Todd Eastman

Craig Alan Puetz

Kevin Michael Allen

Prashant Shinde

Danny G Voth

Craig R Eike

Garrett F Dollins

Shantanu S Joshi

Robert J Nogaj, Jr

Ravindra Khot

A work vehicle brake energy management system includes an axle speed sensor for monitoring a rotational speed of a work vehicle axle, a friction brake mechanism controllable to slow rotation of the work vehicle axle, a brake pressure sensor for measuring a brake apply pressure of the friction brake mechanism, and computer-readable memory. A processing subsystem is coupled to the axle speed sensor, to the brake pressure sensor, and to the computer-readable memory. The processing subsystem is configured to: (i) utilize data from the axle speed sensor and from the brake pressure sensor to detect brake overtemperature events during which an internal brake temperature of the friction brake mechanism exceeds at least a first critical temperature threshold stored in the computer-readable memory; and (ii) perform at least one predetermined brake overtemperature action in response to detection of a brake overtemperature event.

Work vehicle brake energy management system

A tandem wheel assembly for a work vehicle includes a tandem wheel housing, a center drive member rotatably disposed within the housing, first and second wheel end assemblies, a coupler between each wheel end drive member and the center drive member, and a brake assembly. Each wheel end assembly includes an input shaft, a wheel end drive member mounted thereon, a wheel end gear train coupled to the input shaft, an output shaft coupled to the wheel end gear train, and a wheel end hub coupled to the output shaft for supporting one of the wheels. The brake assembly is coupled to the tandem wheel housing and to the input shaft or the output shaft of at least one of the first wheel end assembly or the second wheel end assembly and reduces the amount of backlash.

Tandem wheel assembly with wheel end brake assembly

A work vehicle locking differential energy management system includes axle speed sensors for monitoring the rotational speeds of axle half-shafts. The axle half-shafts are coupled through a locking differential, which contains a differential clutch mechanism. A processing subsystem is configured to: (i) when the locking differential is placed in a locked state, calculate a differential lock force applied to the clutch mechanism, and calculate a differential slip speed from a disparity in the rotational speeds of the axle half-shafts; (ii) estimate an internal temperature of the clutch mechanism based, at least in part, on the differential lock force and the differential slip speed; (iii) detect differential overtemperature events during which the internal temperature of the clutch mechanism exceeds a first critical temperature threshold; and (iv) perform at least one differential overtemperature action in response to detection of a differential overtemperature event.

Locking differential energy management for work vehicles

A wheel speed sensing system for a work vehicle having an engine, a transmission, a differential, and an axle, defining a central longitudinal axis and coupled to the differential. The wheel speed sensing system includes a sensor target disposed at the axle and a sensor configured to transmit a sensor signal, wherein the sensor is located adjacently to the sensor target. The sensor target includes a plurality of step splines each having a top surface and first and second planar sidewalls. The sidewalls of the step splines are aligned along a radius extending from the central longitudinal axis, such that the sides are undercut with respect to the top surface. An intersection of each of the sidewalls with the top surface defines an edge forming a relatively sharp transition configured to be sensed by the sensor. A chamfer at the intersection of the sidewalls and the top surface is also contemplated.

Wheel speed sensing system

A work vehicle includes a drive axle assembly having an axle housing with an input opening and output openings in communication with an interior cavity. A gear assembly is disposed in the interior cavity of the axle housing, with the gear assembly having an input shaft extending through the input opening and coupled for co-rotation with a drive shaft. A park brake assembly is integrated with the drive axle assembly and is disposed within the axle housing. The park brake assembly imparts a brake force to arrest rotation of the input shaft, with the park brake assembly including a brake pack and a piston disposed about the input opening of the axle housing and with the piston configured to move relative to and act on the brake pack. A Belleville spring arrangement is also disposed about the input opening of the axle housing and acts on the piston to engage or release the park brake.

Axle-integrated park brake for work vehicle

The disclosure provides an improved shaft design. The design includes an elongated annular shaft body, having an outer surface and defining a hollow cavity, and a core insert disposed in the hollow cavity. The shaft body has one or more radial flow ports that align with at least one fluid conduit in the insert. A pin couples the insert to the shaft body to prevent rotation of the insert relative to the shaft body. The shaft and the insert can be of different materials, for example, such that the density of the insert is less than that of the shaft body.

Composite shaft with core insert

A power train and related vehicle are described for continuously variable transmission of power. A gear set includes first and second input components and an output component. An engine provides mechanical power to the first input component and, when a clutch device is in a first state, to a first continuously variable power source ('CVP'). With the clutch device in a second state, the first CVP is decoupled from the engine. A second CVP receives non-mechanical power from the first CVP, and converts the non-mechanical power to mechanical power. When a brake device is not engaged, the second CVP provides the resulting mechanical power to the second input component. When the brake device is engaged, the brake device prevents the second input component from rotating.

Power train for continuously variable power transmission

An electrical device including a housing having an inner surface, a lamination assembly and at least one pin extending from an inner surface of the housing. The lamination assembly has at least one slot therein. The lamination assembly is clocked to a position so that the at least one pin coacts with the at least one slot to rotationally orient the lamination assembly. The at least one pin additionally acts to constrain the lamination assembly from axial removal from the housing thereby rotationally and axially limiting movement of the lamination assembly to a predetermined range of movement within the housing.

Stator lamination stack indexing and retention

A work machine in which the engine and power output system is to be contained within a minimal volume in an engine compartment. A gear housing is mounted to and receives the output of the internal combustion engine and has side by side gears meshing with a first input gear, one of which drives a generator and the other drives an internal lubricant pump as well as an external hydraulic pump. The gears are in substantially the same plane. The output of the generator is connected via a controller to a motor which drives a transmission system for driving the wheels of the vehicle. The gear housing permits placement of additional components within the engine compartment while taking up a minimum volume.

Growing community of inventors

Cherryvale, KS, United States of America

Galen R Love