Dana Heavy Vehicle Systems Group, LLC

Dana Corporation

Eaton Corporation

Dana Automotive Systems Group, LLC

Hendrickson Usa, L L.c.

James Foltan Ziech

Steven J Wesolowski

Donald J Remboski

Timothy J Morscheck

Mark R J Versteyhe

Michael Lee Zebolsky

Kenneth E Cooper

Richard A Nellums

Matthias W J Byltiauw

Lawrence Paul Wagle

Raymond James Haka

Dale L Kwasniewski

Krishna Kumar

James C Ridge

George A Willford

Stephen A Edelen

William F Waltz

Leo Wenstrup

Joshua A Perry

Caner Demirdogen

Gary R Schultz

Steven G Slesinski

Thomas L Runels

Thibaut E Duchene

Nicholas W Laforce

Seth A Metzger

Gary Turner

Alan R Freigang

Robert L Vailliencourt

Benjamin J Passino

Paul R Pollock

Douglas D Turner

Scott V Anderson

Michael A Chamberlin

Paul Pollock

Glen David Peterson

Michael Green, Jr

Stephen C Cochran

Andrew Power

Brian Thisse

Edward H Gervais, Iii

Chris Pollack

Donals J Remboski

James Ridge

Provided herein is an electric axle assembly including a first motor-generator assembly, a second motor generator assembly, an axle housing, a first axle half shaft drivingly connected to the first motor-generator assembly and a second axle half shaft drivingly connected to the second motor-generator assembly. The first and second motor-generator assemblies each include a motor-generator and a housing and gear carrier portion. The axle housing includes a first axle tube portion, a second axle tube portion, a center portion, and an opening extending through the center portion of the axle housing, wherein the first axle tube portion and the second axle tube portion are disposed on axial opposite sides of the central portion. The first and second half shafts extended into the opening of the axle housing, and the first motor-generator assembly and the second motor-generator assembly are connected to the axle housing assembly.

Hybrid electric vehicle axle with two motors

Provided herein is an electric axle including a differential assembly drivingly connected to a first axle half shaft and a second axle half shaft, wherein the first and second axle half shafts each have a wheel coupled to the ends thereof; an electric motor/generator drivingly connected to a first rotatable shaft; a first gear set having a first gear connected to the first rotatable shaft and a second gear connected to a second rotatable shaft; a second gear set having a first gear connected to the second rotatable shaft and a second gear selectively connected to a third rotatable shaft; a third gear set having a first gear connected to the third rotatable shaft and a second gear drivingly connected to the differential assembly; and a selector device configured to selectively connect the third rotatable shaft to the second gear of the second gear set or the first rotatable shaft.

Commercial vehicle with electric driven axle

An electric vehicle comprising a portal axle architecture. The electric vehicle having a frame. An axle assembly including a De Dion tube. A first wheel hub and a second wheel hub rotatably coupled with the De Dion tube. A suspension system coupled with the vehicle frame, the suspension system having at least one pair of trailing arms pivotally coupled with the vehicle frame and at least one pair of air springs. A first electric drive assembly in driving engagement with the first wheel hub, and a second electric drive assembly in driving engagement with the second wheel hub.

Suspension rear axle comprising two electric motors

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.

Distributed drivetrain architectures for commercial vehicles with a hybrid electric powertrain and dual range disconnect axles

An electric drive axle for a motor vehicle including an axle housing, an electric motor having an output shaft directly driven by a bevel pinion gear coupled thereto, a fixed ratio planetary gear arrangement, a differential unit including a differential gear arrangement housed within a differential case and a first clutch selectively operable to connect a portion of the planetary gear set to a stationary member of the drive axle so that the drive axle operates in a first gear ratio.

Single electric motor drive axle with multiple ratios

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.

Electric axle drivetrain assembly

A differential system provides an axle disconnect function, a synchronizer function, and it has the ability to transmit large amounts of torque and has a limited slip differential function in a compact and cost effective module.

Limited slip differential with disconnect function

A hybrid drivetrain () is provided. The hybrid drivetrain comprises a power source (), a first motor generator assembly (), and an electric axle drive unit (). The first motor generator assembly includes a primary clutch () for drivingly engaging the power source with a first motor-generator (). The electric axle drive unit comprises at least a second motor generator () drivingly engaged with the first motor generator and a pair of wheel assemblies (). 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.

Distributed drivetrain architectures for commercial vehicles with a hybrid electric powertrain

A tandem drive axle mechanical shift assembly including a first shift rail assembly having a first shift rail actuated via a first pneumatic actuator, and a shift fork having a first end coupled with the first shift rail and a second end coupled with an engagement selector. A second shift rail assembly having a second shift rail actuated via a second pneumatic actuator, and a second shift fork having a first end coupled with the second shift rail and a second end coupled with an inter-axle differential lock-up clutch. First and second primary valves in fluid communication with a reservoir, and a secondary valve in fluid communication with the reservoir and in selective fluid communication with the second pneumatic actuator. A first actuation valve operated by the first shift rail and in selective fluid communication with the first and second primary valves, and the first and second pneumatic actuators.

Mechanical shift assembly for a shiftable tandem drive axle

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.

Lightweight pusher/tag axle

Growing community of inventors

Kalamazoo, MI, United States of America

James Foltan Ziech