BR102018013303A2 - WORKING VEHICLE AND METHOD FOR OPERATING A WORKING VEHICLE GROUP - Google Patents

Abstract

work vehicle, and, method for operating a powertrain of a work vehicle a powertrain and related vehicle for multi-mode power transmission are described. a first continuously variable power source (cvp) can convert rotational power received by the engine for transmission to a second cvp. a set of variators can receive rotational power from the second cvp in a first input and directly from the engine in a second input. a control assembly may include one or more output components and a plurality of clutch devices arranged between the one or more output components and the variator assembly and motor. In a first state of the control assembly, the plurality of clutch devices can collectively provide direct power transmission between the engine and the one or more output components. In a second state of the control assembly, the plurality of clutches can collectively provide power transmission between the variator and the one or more output components.

Description

“WORKING VEHICLE, AND, METHOD FOR OPERATING A WORKING VEHICLE GROUP” REFERENCE CROSSED TO RELATED ORDER (S) [001] This order is a continuation order in part of the Order for

U.S. Patent No. 14 / 249,258, filed on April 9, 2014, which was published as U.S. Patent Application No. 2015/0292608 on October 15, 2015. The entire description of the said application is incorporated herein by reference.

DECLARATION OF RESEARCH OR DEVELOPMENT

SPONSORED BY THE FEDERAL GOVERNMENT [002] Not applicable.

FIELD OF DESCRIPTION [003] This description refers to power trains, including power trains for operating work vehicles for agricultural, forestry, construction and other applications.

GROUNDS FOR THE DESCRIPTION [004] It may be useful, in a variety of scenarios, to use either a traditional engine (for example, an internal combustion engine) or one or more sources of continuously variable power (for example, an electric motor / generator or motor / hydraulic pump and so on) to provide usable power. For example, a portion of the engine power can be diverted to drive a first continuously variable power source (CVP) (for example, a first electric motor / generator that acts as a generator, a first hydrostatic or hydrodynamic pump / motor that acts like a pump and so on), which can, in turn, trigger a second CVP (for example, a second electric motor / generator that acts as a motor using electrical power from the first electric motor / generator, a second motor / pump hydrostatic or hydrodynamic that acts as an engine using the hydraulic power of the first hydrostatic engine / pump or

Petition 870180072403, of 08/17/2018, p. 7/65

2/44 hydrodynamic and so on).

[005] In certain applications, power from both types of power sources (ie, an engine and a CVP) can be combined to deliver useful power (for example, to drive a vehicle's wheel axle) through an infinitely variable transmission (IVT) or continuously variable transmission (CVT). This can be referred to as split mode or split path mode because the power transmission can be divided between a mechanical path directly from the engine and an infinitely / continuously variable path through one or more CVPs. In other applications, on the contrary, useful power can be provided by a CVP, but not by the engine (except to the extent that the engine drives the CVP). This can be referred to as CVP only mode. Finally, in still other applications, useful power can be provided by the engine (for example, through various elements of mechanical transmission, such as axles and gears), but not by a CVP. This can be referred to as the mechanical travel mode. It is understood that torque converters and various similar devices can sometimes be used in mechanical travel mode. In this light, a mechanical travel mode can be seen simply as a power transmission mode in which the engine, but not the CVPs, provides useful power to a particular power consumer.

SUMMARY OF DESCRIPTION [006] A power train and vehicle are provided to provide multiple modes of transmission. According to one aspect of the description, a power train for a vehicle with an engine includes a set of inverters and a set of controls with an output component and a plurality of clutch devices arranged between the output component and at least one the set of inverters and the engine. A first continuously variable power source (CVP) can convert rotational power received by the engine for transmission to a second CVP. O

Petition 870180072403, of 08/17/2018, p. 8/65

3/44 set of inverters can receive power from the second CVP on a first input and can receive rotational power directly from the motor on a second input, in order to add the power of the respective inputs. In a first state of the control set, the plurality of clutch devices can collectively provide direct power transmission between the engine and the output component. In a second state of the control set, the plurality of clutch devices can collectively provide power transmission between the drive and the one or more output components.

[007] In certain modalities, a first clutch device of the control set can receive power directly from the engine and a second clutch device of the control set can receive power, via the set of variators, from the engine and the second CVP. In the first state of the control set, the first clutch device can be engaged and the second clutch device can be disengaged. In the second state of the control set, the first clutch device can be disengaged and the second clutch device can be engaged.

[008] In certain modalities, a third clutch device of the set of controls can receive power directly from the second CVP. In a third state of the control set, the first and second clutch devices can be disengaged and the third clutch device can be engaged in order to transmit power directly from the second CVP to the output component of the control set.

[009] In certain embodiments, two or more of the first, second and third clutch devices can be mounted to a single axis or to multiple coaxial axes. In certain embodiments, several coaxial, parallel or other axes can be used. The set of inverters can

Petition 870180072403, of 08/17/2018, p. 9/65

4/44 include a set of planetary gears including a solar gear, an annular gear and a planetary conveyor. The second CVP can supply power to the solar gear and the engine can supply power to the planetary conveyor.

[0010] In another aspect, a work vehicle is described in a way that includes an engine, at least one continuously variable power source (CVP, a drive and an output component. The work vehicle additionally includes a set of controls with a plurality of transmission components configured to provide selection between a first mode, a second mode and a third mode.The set of controls, in the first mode, is configured to transfer power from the engine of the engine to the output component and prevent power transmission CVP gives at least one CVP to the output component The set of controls, in the second mode, is configured to transfer power from the motor of the motor to the drive, transfer CVP power from at least one CVP to the drive and transfer a combination of power from the motor and CVP power from the drive to the output component. The control set, in the third mode, is configured to transfer CV power P gives at least one CVP to the output component and prevents transmission of power from the engine to the output component. The plurality of transmission components of the control set includes a brake having a braked position and an unbraked position. The brake is configured to change between the braked position and the non-braked position to provide at least one in the first mode, the second mode and the third mode.

[0011] In an additional aspect, a method of operating a power train for a working vehicle is described. The method includes providing, in a first transmission mode, engine power from an engine to a vehicle's output component while preventing transmission of CVP power from at least one CVP to the output component. The method

Petition 870180072403, of 08/17/2018, p. 10/65

5/44 also includes providing, in a second transmission mode, motor power from the engine to a drive while providing CVP power from at least one CVP to the drive and transferring a combination of motor power and CVP power from the drive to the component about to leave. In addition, the method includes providing, in a third transmission mode, CVP power from at least one CVP to the output component while preventing transmission of engine power from the engine to the output component. Also, the method includes moving a brake from an unbraked position to a braked position to provide at least one of the first mode of transmission, the second mode of transmission and the third mode of transmission.

[0012] In yet another aspect, a work vehicle is described that includes an engine, a first variable power source (CVP) and a second CVP. The working vehicle also includes a drive comprising a set of planetary gears with a solar gear, a plurality of planetary gears with an associated conveyor and an annular gear. The work vehicle additionally includes an output component and a set of controls with at least one clutch and at least one brake. The set of controls is configured to provide selection between a first mode, a second mode and a third mode. The set of controls, in the first mode, is configured to transfer motor power from the motor to the output component and prevent transmission of CVP power from at least one CVP to the output component. The control set, in the second mode, is configured to transfer engine power from the engine to the drive, transfer CVP power from at least one CVP to the drive and transfer a combination of engine power and CVP power from the drive to the component about to leave. The control set, in the third mode, is configured to transfer CVP power from at least one CVP to the output component and prevent transmission of engine power from the engine to the

Petition 870180072403, of 08/17/2018, p. 11/65

6/44 output component. The brake has a braked position and a non-braked position and the brake is configured to switch between the braked position and the non-braked position to provide at least one of the first mode, the second mode and the third mode.

[0013] Details of one or more implementations are presented in the attached drawings and in the following description. Other features and advantages will be apparent from the description, drawings and claims. BRIEF DESCRIPTION OF THE DRAWINGS [0014] FIG. 1 is a side view of an exemplary vehicle that can include a multi-mode transmission in accordance with the present description;

FIG. 2 is a schematic view of an exemplary power train of the exemplary vehicle of FIG. 1;

FIG. 3 is a schematic view of another exemplary power train of the exemplary vehicle of FIG. 1;

FIG. 4 is a schematic view of another exemplary power train of the exemplary vehicle of FIG. 1;

FIG. 5 is a schematic view of yet another exemplary power train of the exemplary vehicle of FIG. 1;

FIG. 6 is a schematic view of another exemplary power train of the exemplary vehicle of FIG. 1; and

FIG. 7 is a schematic view of an additional exemplary power train from the exemplary vehicle of FIG. 1.

[0015] Same reference symbols in the various drawings indicate the same elements.

DETAILED DESCRIPTION [0016] The following describes one or more exemplary modalities of the described power train (or vehicle), as shown in the attached figures of the drawings briefly described here. Various

Petition 870180072403, of 08/17/2018, p. 12/65

7/44 modifications in the exemplary modalities can be contemplated by those skilled in the art.

[0017] For convenience of notation, component can be used here, particularly in the context of a planetary gear series, to indicate an element for power transmission, such as a solar gear, ring gear, or planet gear support. In addition, references to a continuously variable transmission, power train, or power source will also be understood, encompassing, in various modalities, configurations including an infinitely variable transmission, power train, or power source.

[0018] In the following discussion, several exemplary configurations of axles, gears and other elements of power transmission are described. It is understood that several alternative configurations may be possible, in the spirit of this description. For example, multiple configurations can use multiple axes in place of a single axis (or a single axis in place of multiple axes), they can arrange one or more crazy gears between multiple axes or gears for transmitting rotational power, and so on.

[0019] In the form used here, directly or directly can be used to indicate power transmission between two system elements without intervening conversion of power to another form. For example, power can be considered directly transmitted by an engine to an output component if power is transferred via a number of axles, clutches and gears (for example, several front, bevel, solar or other gears) without being converted to a different form by a CVP (for example, without being converted to electrical or hydraulic power by an electric generator or a hydraulic pump). In certain configurations, fluid transfer of rotational power by a torque converter can also be considered direct.

Petition 870180072403, of 08/17/2018, p. 13/65

8/44 [0020] Conversely, power may not be considered to be directly transmitted between two system elements if a certain portion of the power is converted to another form during transmission. For example, power may not be considered directly transmitted between an engine and an output component if a portion of the engine's power is converted to a different form by a CVP, even if that portion is later converted to rotational power (for example, by another CVP) and then recombined with the engine power not converted (for example, by an additive planetary gear or other adder set).

[0021] Also, in the form used here, between can be used with reference to a particular sequence or order of elements of power transmission, instead of with respect to the orientation or physical placement of the elements. For example, a clutch device can be considered to be between an engine and an output component if the power is routed to the output component via the clutch device, whether or not the engine and the output component are in physically opposite sides of the clutch device.

[0022] When using continuously (or infinitely) variable power trains, the relative efficiency of power transmission in various modes may be of particular concern. It is understood, for example, that energy losses may be inherent in each stage of using a first CVP to convert the rotational power of the engine into electrical or hydraulic power, which transmits the converted power to a second CVP and then converts the transmitted power back in rotational power. In light of this, mechanical power transmission directly from an engine (ie, in a mechanical path transmission mode) can be seen as a highly efficient power transmission mode, while power transmission through a CVP (for example, example, in a split-path transmission mode or a CVP-only transmission mode) may be less

Petition 870180072403, of 08/17/2018, p. 14/65

Efficient 9/44. Thus, in certain circumstances, it may be desirable to use a mechanical path transmission mode, instead of a split path mode or CVP only mode. However, in other circumstances, the flexibility and other advantages provided by the use of CVPs may exceed the energy losses inherent in a split path mode or just CVP.

[0023] Among other advantages, the power trains described here can usefully facilitate the transition between split path, mechanical path and only CVP modes for a vehicle or other driven platform. For example, through proper arrangement and control of various sets of gear, axles and clutches, the described power train can allow a vehicle to be easily switched between any of these modes, depending on the needs of a particular operation.

[0024] In certain modabilities of the contemplated power train, an engine can supply power by means of several elements of mechanical power transmission (or other means) (for example, several axes and gears and so on) both to a first component input of a drive (for example, a planetary support of a series of additive planetary gear) and an input interface (for example, a grooved connection for a rotary axis) of a first CVP. The first CVP (for example, an electric or hydraulic machine) can convert the power to a different form (for example, electric or hydraulic power) for transmission to a second CVP (for example, another electric or hydraulic machine) in order to to allow the second CVP to supply rotational power to a second drive input (for example, a solar gear from the additive planetary gear series).

[0025] A set of controls can be provided having at least one first and a second clutch device in communication with one or more output components (for example, an input shaft for a power shift transmission). Clutch devices can

Petition 870180072403, of 08/17/2018, p. 15/65

10/44 generally be oriented between the output components (and various vehicle power consumers, such as the vehicle wheels, differential, power take-off axle and so on) and one or more of the engine and CVPs. In certain embodiments, the first and second clutch devices can be mounted on a single axis (or set of coaxial axes), which can rotate in parallel with the various inputs of the drive (for example, the various inputs of a planetary gear series) ), the motor output shafts and CVPs, and so on. In certain embodiments, the first and second clutches can be mounted on different axes, each of which can rotate in parallel with the drive inputs.

[0026] The first clutch device in the control set can receive rotational power directly from the engine. For example, the first clutch device can engage a gear that is in communication with an output shaft of the motor (for example, the same output shaft that drives the first input component of the drive) through one or more geared connections. As such, the first clutch device can provide a controllable power transmission path for direct engine power transmission to the control set output.

[0027] The second clutch device of the control set can receive rotational power from an inverter output component (for example, a ring gear from the planetary gear series). For example, the second clutch device may engage a gear that is in communication with the output component of the drive through one or more geared connections. As such, the second clutch device can provide a controllable power transmission path for transmitting power from both the engine and the second CVP, via the variator, to the output of the control set.

[0028] With the general configuration described here (and others), engage the

Petition 870180072403, of 08/17/2018, p. 16/65

11/44 the first clutch device and disengaging the second clutch device can put the power train in a mechanical travel mode, causing power to pass directly from the engine through the first clutch device and the set of controls to an output from the set of controls. In certain embodiments, such an output may be, or may engage with, an input of an additional power train component (for example, the input of a power shift or other transmission). Similarly, engaging the second clutch device and disengaging the first clutch device can put the power train in a split path mode, with engine power and the second CVP (driven by the engine through the first CVP) being added by the variator before passing through the second clutch device and the control set to the output of the control set.

[0029] In certain embodiments, a third clutch device can also be included in the control set between the output components of the control set and one or more of the engine and the CVPs. In certain embodiments, the third clutch device can be mounted on the same axis (or set of coaxial axes) as the first and second clutch devices. In certain embodiments, the third clutch device may be mounted on axles other than one or both of the first and second clutch devices (for example, a different parallel axis).

[0030] The third clutch device can receive rotational power directly from the second CVP. For example, the third clutch device can engage a gear in communication with an output shaft of the second CVP (for example, the same output shaft that drives the second input component of the drive) through one or more geared connections. As such, engaging the third clutch device and disengaging the first and second clutch devices

Petition 870180072403, of 08/17/2018, p. 17/65

12/44 can put the power train in a CVP only mode, with power passing directly from the second CVP through the third clutch device and the set of controls to an output (for example, the input of a power shift or other transmission ). In a configuration like this, the third clutch device can then be disengaged for the mechanical travel and split travel modes described earlier.

[0031] As will be apparent from the discussion presented, the described power train can be used advantageously in a variety of environments and with a variety of machinery. For example, referring now to FIG. 1, an example of the described power trains can be included in a vehicle 10. In FIG. 1, vehicle 10 is represented as a tractor with a power train 12. It is understood, however, that other configurations may be possible, including configurations with vehicle 10 as a different type of tractor, a combine harvester, a forestry machine. logging, a harrow, or one of several other types of work vehicle. It is further understood that the described power trains can also be used in non-working vehicles and non-application vehicles (for example, fixed location power installations).

[0032] Referring also to FIG. 2, an exemplary configuration of the power train 12 is represented as a power train 12a. The power train 12a can include an engine 20, which can be an internal combustion engine of various known configurations. The power train 12a can also include a CVP 30 (for example, an electric generator or hydraulic pump) and a CVP 34 (for example, an electric or hydraulic motor, respectively), which can be connected via conduit 32 (for example , an electrical or hydraulic duct, respectively).

[0033] Motor 20 can provide rotational power to an output shaft

22, for transmission to multiple power consumers (for example,

Petition 870180072403, of 08/17/2018, p. 18/65

13/44 wheels, PTO axles (PTO) and so on) of the vehicle 10. In certain embodiments, a torque converter or other device can be included between the engine 20 and the axle 22 (or another axle ( not shown)), although such a device is not necessary for the operation of the power train 12a, as contemplated by this description. In addition, in certain embodiments, multiple axes (not shown), including several axes interconnected by various gears or other power transmission devices, or equivalent power transmission devices (for example, chains, belts and so on) can be used in place of axis 22 (or several other axes discussed here).

[0034] Motor 20 can also provide rotational power to CVP

30. For example, the output shaft of the motor 22 can be configured to provide rotational power to a gear 24, or another power transmission component (not shown), to transmit power from the motor 20 to a gear 26 in one parallel axis. In turn, gear 26 (via the parallel axis) can provide CVP 30 with rotational power.

[0035] Continuing, CVP 30 can convert the received power to an alternative form (for example, electrical or hydraulic power) for transmission through conduit 32. This converted and transmitted power can be received by CVP 34 and then converted by CVP 34 to provide a rotational power output (for example, along an output axis 36). Various known control devices (not shown) can be provided to regulate such conversion, transmission, reconversion and so on.

[0036] Both engine 20 and CVP 34 can provide rotational power to a drive 40 by means of axles 22 and 36, respectively (or several similar components). Inverter 40 can generally include a variety of devices capable of adding the mechanical inputs of the axes

Petition 870180072403, of 08/17/2018, p. 19/65

14/44 and 36 for a combined mechanical output, usefully, for example, for split path power transmission. In certain embodiments, as shown in FIG. 2, drive 40 can be configured as a series of additive planetary gear. As shown, axis 22 can provide power to a planetary support 44, axis 36 can provide power to a solar gear 42 and planetary gears 46 can transmit power from both planetary support 44 and solar gear 42 to an annular gear 48. This it can be a useful configuration because CVP 34 can operate more efficiently at higher rotational speeds than engine 20, which can be complemented by the speed reduction of solar gear 42 for planetary support 44. It is understood, however, that other configurations may be possible, with motor 20 providing rotational power to any of solar gear 42, planetary support 44 and ring gear 48, CVP 34 providing rotational power, respectively, to any other of solar gear 42, planetary support 44 and ring gear 48 and the remainder of solar gear 42, planetary support 44 and ring gear 48.

[0037] To control the transition between various transmission modes, a set of controls 56 can be configured to receive power from one or more directly from engine 20, engine 20 and CVP 34 via variator 40 and directly from CVP 34 and transmit the received power to several components downstream. On the power train 12a, for example, the control set 56 may include a single output shaft (or set of coaxial output shafts) 58 or several other output components, which may be in communication with various power consumers or others downstream components (not shown) of vehicle 10, such as multiple vehicle wheels, one or more differentials, a power shift or other transmission, and so on. The axis (s) 58 can also be in communication (for example, can be engaged) with

Petition 870180072403, of 08/17/2018, p. 20/65

15/44 clutch 62 and 64, which can be configured in a variety of ways as wet clutches, dry clutches, dog collar clutches, or other similar devices mounted on shaft (s) 58.

[0038] The clutch device 62 can be in communication with a gear 68, which can be engaged (directly or indirectly) with gear 24 on the motor output shaft 22. In this way, when the clutch device 62 is engaged, a power transmission path can be provided from the motor 20 to the shaft (s) 58, by means of gears 24 and 68 and the clutch device 62. (As shown, gear 24 can transmit power from shaft 22 as much to CVP 30 for gear 68. It is understood, however, that separate gears (not shown) can separately transmit power, respectively, from engine 20 to gears 26 and 68.) [0039] Similarly, clutch device 64 can be in communication with a gear 70, which can be engaged (directly or indirectly) with the ring gear 48 (or another output component) of the variator 40. In this way, when the clutch device 64 is engaged, a travel path The power transmission can be provided from the inverter 40 to the shaft (s) 58, by means of gear 70 and clutch device 64.

[0040] In this way, for example, engaging the clutch device 62 and disengaging the clutch device 64 can put the power train 12a in a mechanical path mode, in which rotational power is directly transmitted from the motor 20, through the clutch device 62, for shaft (s) 58. In addition, engaging the clutch device 64 and disengaging the clutch device 62 can put the power train 12a in a split path mode, in which both the motor 20 and CVP 34 are combined in drive 40 before being transmitted, via clutch device 64, to shaft (s) 58.

Petition 870180072403, of 08/17/2018, p. 21/65

16/44 [0041] Referring also to FIG. 3, another exemplary power train 12b is shown. The power train 12b can include an engine 120, which can be an internal combustion engine of various known configurations. The power train 12b can also include a CVP 130 (for example, an electric generator or hydraulic pump) and a CVP 134 (for example, an electric or hydraulic motor, respectively), which can be connected via a conduit 132 (for example , an electrical or hydraulic duct, respectively).

[0042] Motor 120 can provide rotational power to an output shaft 122, for transmission to various power consumers (eg wheels, PTO shafts and so on) of vehicle 10. In certain embodiments, a torque converter or another device can be included between the motor 120 and the axis 122 (or another axis (not shown)), although such a device is not necessary for the operation of the power train 12b, as contemplated by this description. In addition, in certain embodiments, multiple axes (not shown), including several axes interconnected by various gears or other power transmission devices, or equivalent power transmission devices (for example, chains, belts and so on) can be used in place of axis 122 (or several other axes discussed here).

[0043] Axis 122 can be configured to provide rotational power to a gear 124, or another power transmission component (not shown), for power transmission from motor 120 to a gear 126. Gear 126 in turn it can provide rotational power to CVP 130, for conversion to an alternative form (for example, electrical or hydraulic power) for transmission through conduit 132. This converted and transmitted power can then be converted by CVP 134 for mechanical output along an axis of output 136. Several known control devices (not shown) can be provided to regulate such

Petition 870180072403, of 08/17/2018, p. 22/65

17/44 conversion, transmission, reconversion and so on. In certain embodiments, the axis 136 may be in communication with a cylindrical gear 138 (or other similar component).

[0044] Both engine 120 and CVP 134 can provide rotational power to a drive 140, respectively, via axes 122 and 136. Generally, drive 140 can include a variety of devices capable of summing the mechanical inputs of axes 122 and 136 for a combined mechanical output, so that it can be useful, for example, for split path power transmission. In certain embodiments, as shown in FIG. 3, inverter 140 can be configured as a series of additive planetary gear. As shown, axis 122 can provide power to a planetary support 144, axis 136 can provide power to a solar gear 142 and planetary gears 146 can transmit power from both planetary support 144 and solar gear 142 to a ring gear 148. This can be a useful configuration because CVP 134 can operate more efficiently at higher rotational speeds than motor 120, which can be complemented by reducing the speed of solar gear 142 to planetary support 144. It is understood, however, that other configurations may be possible, with motor 120 providing rotational power to any of solar gear 142, planetary support 144 and ring gear 148, CVP 134 providing rotational power, respectively, to any other of solar gear 142, planetary support 144 and ring gear 148 and the rest of solar gear 142, planetary support 144 and ring gear air 148.

[0045] To control the transition between various transmission modes, a set of controls 156 can be configured to receive power from one or more directly from motor 120, motor 120 and CVP 134 through variator 140 and directly from CVP 134 and transmit the received power to several components downstream. On the 12b power train, for

Petition 870180072403, of 08/17/2018, p. 23/65

18/44 example, the control set 156 may include a single axis (or set of coaxial axes) 158, which may be in communication with several power consumers or other components downstream of the vehicle 10 (not shown), such as several vehicle wheels, one or more differentials, a power shift or other transmission, and so on. Axle (s) 158 can also be in communication (for example, can be engaged) with clutch devices 162, 164 and 166, which can be configured in various ways as clutches wet, dry clutches, dog collar clutches, or other similar devices mounted on the shaft (s) 158.

[0046] The clutch device 162 can be in communication with a gear 168, which can be engaged (directly or indirectly) with gear 124 on the output shaft of the motor 122. In this way, when the clutch device 162 is engaged, a power transmission path can be provided from the motor 120 to the shaft (s) 158, by means of gears 124 and 168 and the clutch device 162. (As shown, gear 124 can transmit power from shaft 122 as much CVP 130 for gear 168. It is understood, however, that separate gears (not shown) can separately transmit power, respectively, from engine 120 to gears 126 and 168.) [0047] Similarly, clutch device 164 can be in communication with a gear 170, which can be engaged (directly or indirectly) with the ring gear 148 (or another output component) of the variator 140. In this way, when the clutch device 164 is engaged a power transmission path can be provided from the variator 140 to the shaft (s) 158, by means of gear 170 and clutch device 164. Finally, clutch device 166 may be in communication with a gear 170, which can be engaged (directly or indirectly) with gear 138 on output shaft 136 of CVP 134.

Petition 870180072403, of 08/17/2018, p. 24/65

19/44

In this way, when the clutch device 166 is engaged, a power transmission path can be provided from CVP 134 to the shaft (s) 158, by means of gears 138 and 172 and clutch device 166. [0048 In this way, for example, engaging the clutch device 162 and disengaging clutches 164 and 166 can put the power train 12b in a mechanical travel mode, in which rotational power is directly transmitted from the motor 120, by means of the clutch 162, to the shaft (s) 158. Additionally, engaging the clutch device 164 and disengaging the clutches 162 and 166 can put the power train 12b in a split path mode, in which both the engine 120 and CVP 134 is combined in the variator 140 before being transmitted, through the clutch device 164, to the shaft (s) 158. Finally, engaging the clutch device 166 and disengaging the clutches 162 and 164 can place the train 12b power in one mo of only CVP, in which rotational power is directly transmitted from CVP 134, through the clutch device 166, to the shaft (s) 158.

[0049] Referring also to FIG. 4, another exemplary power train 12c is shown. The power train 12c can include an engine 220, which can be an internal combustion engine of various known configurations. The 12c power train can also include a CVP 230 (for example, an electric generator or hydraulic pump) and a CVP 234 (for example, an electric or hydraulic motor, respectively), which can be connected via a 232 duct (for example , an electrical or hydraulic duct, respectively).

[0050] Motor 220 can provide rotational power to an output shaft 222 for transmission to various power consumers (eg wheels, PTO axles and so on) of vehicle 10. In certain embodiments, a torque converter or another device can be included between the engine

220 and axis 222 (or another axis (not shown)), although a device

Petition 870180072403, of 08/17/2018, p. 25/65

20/44 such as this is not necessary for the operation of the 12c power train, as contemplated by this description. In addition, in certain embodiments, multiple axes (not shown), including several axes interconnected by various gears or other power transmission devices, or equivalent power transmission devices (for example, chains, belts and so on) can be used in place of axis 222 (or several other axes discussed here).

[0051] Axis 222 can be configured to provide rotational power to a 224 gear, or another power transmission component (not shown), to transmit power from the motor 220 to a 226 gear. In turn, gear 226 can provide rotational power to CVP 230, for conversion to an alternative form (for example, electrical or hydraulic power) for transmission through conduit 232. This converted and transmitted power can then be converted by CVP 234 for mechanical output along an axis of output 236. Several known control devices (not shown) can be provided to regulate such conversion, transmission, reconversion and so on. In certain embodiments, shaft 236 may be in communication with a cylindrical gear 138 (or other similar component).

[0052] Both engine 220 and CVP 234 can provide rotational power to a drive 240, respectively, via axes 222 and 236. Generally, drive 240 can include a variety of devices capable of adding the mechanical inputs to axes 222 and 236 for a combined mechanical output, in the manner that may be useful, for example, for split path power transmission. In certain embodiments, as shown in FIG. 4, inverter 240 can be configured as a series of additive planetary gear. As shown, axis 222 can power a planetary support 244, axis 236 can power solar gear 242 and planet gears 246 can transmit power

Petition 870180072403, of 08/17/2018, p. 26/65

21/44 from both the planetary support 244 and the solar gear 242 to a ring gear 248. This can be a useful configuration because CVP 234 can operate more efficiently at higher rotational speeds than the motor 220, which can be supplemented by speed reduction of solar gear 242 for planetary support 244. It is understood, however, that other configurations may be possible, with motor 220 providing rotational power to any of solar gear 242, planetary support 244 and ring gear 248, CVP 234 providing rotational power, respectively, to any other of solar gear 242, planetary support 244 and ring gear 248 and the rest of solar gear 242, planetary support 244 and ring gear 248. [0053] transition between various transmission modes, a set of 256 controls can be configured to receive power from one or more directly from the moto r 220, from engine 220 and CVP 234 via inverter 240 and directly from CVP 234 and transmit the received power to several components downstream. On the 12c power train, for example, the control set 256 can include a single axis (or set of coaxial axes) 258 and axis 260, which can each be in communication with various power consumers or other downstream components (not shown) of vehicle 10, such as multiple vehicle wheels, one or more differentials, a power shift or other transmission, and so on. Shaft (s) 258 may be in communication (for example, may be engaged) with clutch devices 262 and 266, which can be configured in a variety of ways such as wet clutches, dry clutches, dog, or other similar devices mounted on shaft (s) 258. Similarly, shaft 260 may be in communication (for example, may be engaged) with a clutch device 264, which may also be configured such as a wet clutch, dry clutch, dog collar clutch, or

Petition 870180072403, of 08/17/2018, p. 27/65

22/44 other similar device mounted on shaft 260. It is understood that other configurations may be possible, including configurations with different combinations of clutch devices 262, 264 and 266 engaged with axles 258 and 260, or with additional shaft (s) (s) (not shown) to engage one or more of the clutch devices 262, 264 and 266.

[0054] The clutch device 262 can be in communication with a gear 268, which can be engaged (directly or indirectly) with gear 224 on the motor output shaft 222. In this way, when the clutch device 262 is engaged, a power transmission path can be provided from the motor 220 to the shaft (s) 258, by means of gears 224 and 268 and the clutch device 262. (As shown, gear 224 can transmit power from shaft 222 as much to CVP 230 for gear 268. It is understood, however, that separate gears (not shown) can transmit power separately, respectively, from engine 220 to gears 226 and 268.) [0055] Similarly, clutch device 264 may be in communication with a gear 270, which can be engaged (directly or indirectly) with the ring gear 248 (or another output component) of the inverter 240. In this way, when the clutch device 264 is engaged, a power transmission path can be provided from the inverter 240 to the shaft (s) 258, by means of gear 270 and clutch device 264. Finally, clutch device 266 can be in communication with a gear 270, which can be engaged (directly or indirectly) with gear 138 on output shaft 236 of CVP 234. In this way, when clutch device 266 is engaged, a power transmission path can be provided from CVP 234 to (s) shaft (s) 258, by means of gears 138 and 272 and clutch device 266. [0056] In this way, for example, engaging clutch device 262 and disengaging clutches 264 and 266 can place the gear train

Petition 870180072403, of 08/17/2018, p. 28/65

23/44 power 12c in a mechanical path mode, in which rotational power is directly transmitted from the motor 220, through the clutch device 262, to the shaft (s) 258. Additionally, engage the clutch device 264 and disengaging clutches 262 and 266 can put the power train 12c in a split path mode, in which power from both engine 220 and CVP 234 is combined in drive 240 before being transmitted, via clutch device 264, to the (s) axle (s) 258. Finally, engaging the clutch device 266 and disengaging clutches 262 and 264 can put the power train 12c in a CVP only mode, in which rotational power is directly transmitted from CVP 234, by means of from the clutch device 266 to the axle (s) 258.

[0057] Various other configurations may also be possible. For example, in certain modalities (including modalities similar to the examples presented above), a first CVP can be provided in series with an engine and a variator. Referring also to FIG. 5, for example, a power train 12d may in general be similar to the power train 12c of FIG. 4. In the power train 12d, however, a CVP 230a can be provided between motor 220 and inverter 240, in such a way that motor 220 supplies power to CVP 230a and inverter 240 in series.

[0058] As noted here, in certain modalities, multiple parallel (or other) axes, including parallel and non-coaxial axes, can be used for various features of the described power train. As shown in FIG. 4, for example, the various clutch devices 262, 264 and 266 of the control set 256 can be arranged on multiple parallel and non-coaxial axes 258 and 260. The rotational power transmitted, respectively, to axes 258 and 260 can be used to different functionalities, or it can be recombined in several known ways (for example, through another series of additive planetary gear). Other configurations may also be possible,

Petition 870180072403, of 08/17/2018, p. 29/65

24/44 including configurations with a different number or arrangement than the various axes.

[0059] Referring now to FIG. 6, another exemplary power train 12e is shown. The power train 12e can include an engine 320, which can be an internal combustion engine of various known configurations. The 12e power train can also include a CVP 330 (for example, an electric generator or hydraulic pump) and a CVP 334 (for example, an electric or hydraulic motor, respectively), which can be connected via a conduit 332 (for example , an electrical or hydraulic duct, respectively).

[0060] Motor 320 can provide rotational power to an output shaft 322, for transmission to one or more power consumers (for example, wheels, PTO axles and so on) of vehicle 10. In certain embodiments, a power converter torque or another device can be included between the motor 320 and the axis 322 (or another axis (not shown)), although such a device is not necessary for the operation of the power train 12e, contemplated by this description. In addition, in certain embodiments, multiple axes (not shown), including several axes interconnected by various gears or other power transmission devices, or equivalent power transmission devices (for example, chains, belts and so on) can be used in place of axis 322 (or several other axes discussed here).

[0061] Axis 322 can be configured to provide rotational power to a 324 gear, or another power transmission component (not shown), to transmit power from the motor 320 to a 326 gear. In turn, the 326 gear it can provide rotational power to a gear 327 that is mounted on a common shaft 329. Gear 327 can be engaged with a gear 370, which is mounted on a parallel shaft 371. Gear 327 can also be

Petition 870180072403, of 08/17/2018, p. 30/65

25/44 engaged with a gear 331 on another parallel axis 333. The 333 axis can provide rotational power to CVP 330. CVP 330 converts power to an alternative form (for example, electrical or hydraulic power) for transmission through conduit 332 This converted and transmitted power can then be reconverted by CVP 334 to mechanical output along an output axis 336. Various known control devices (not shown) can be provided to regulate such conversion, transmission, reconversion and so on.

[0062] In certain embodiments, axis 336 may be in communication with a gear 338 (or other similar component). Gear 338 can transfer power to a gear 339 that is mounted on an axis 341, which can be parallel to axis 336. Axle 341 can provide rotational power to a drive 340. Motor 320 can also provide rotational power to drive 340 to the along another route, which will be discussed in detail below.

[0063] In general, the inverter 340 can include a variety of devices capable of adding the mechanical inputs of the CVP 334 and the motor 320 to a combined mechanical output, in a way that can be useful, for example, for transmitting path power Divided. In certain embodiments, as shown in FIG. 6, inverter 340 can be configured as an additive planetary gear series (for example, a single planetary gear series).

[0064] As shown, shaft 341 can supply power to a solar gear 342 of the inverter 340. The drive 340 can also include a ring gear 348. The motor 320 can selectively supply power to the ring gear 348 as will be discussed. The drive 340 can additionally include a plurality of planetary gears 346 and an associated support 344. The planetary gears 346 can add power to the solar gear 342 and the ring gear 348 and the support 344 can

Petition 870180072403, of 08/17/2018, p. 31/65

26/44 transfer the added power to an attached gear 349. Gear 349 can be mounted on and can transfer power to an output shaft 351. Output shaft 351 can transfer power to an output component 353, such as a box gear, a wheel axle, a power take-off (PTO) axle, or other component.

[0065] In this way, inverter 340 can receive power from CVP

334 (ie, CVP power) and engine power 320 (ie, engine power). The inverter 340 can transmit a combination (that is, a sum) of this power to the output component 353. This can be a useful configuration because the CVP 334 can operate more efficiently at higher rotational speeds than the motor 320, which can be complemented by a speed reduction of the solar gear 342 to the planetary support 347. It is understood, however, that other configurations may be possible, with the motor 320 providing rotational power to any of the solar gear 342, the planetary support 347 and the gear ring 348; CVP 334 providing rotational power, respectively, to any other of the solar gear 342, the planetary support 344 and the ring gear 348; and the remainder of the solar gear 342, the planetary support 344 and the ring gear 348 producing power to the output component 353.

[0066] To control the transition between various transmission modes, a set of 356 controls can be configured to receive power from one or more of: 1) directly from the motor 320; 2) both of engine 320 and CVP 334 through inverter 340; and 3) directly from CVP 334. Control set 356 can also be configured to transmit this received power to output component 353. On power train 12e, for example, control set 356 can include one or more transmission components selectable. Selectable transmission components can each have a first position (for example, an engaged position), in which the component transmits power from a

Petition 870180072403, of 08/17/2018, p. 32/65 / 44 input to an output component. The selectable transmission components can also have a respective second position (for example, a disengaged position), in which the device prevents power transmission from the input to the output component. The selectable transmission component can include one or more wet clutches, dry clutches, dog collar clutches, brakes, synchronizers, or other similar devices. The device can also include an actuator (for example, a hydraulic actuator, an electric motor, etc.) to actuate the transmission component selectable between the first and second positions. In addition, the 356 control set may include a controller (for example, a computerized controller or hydraulic controller) configured to control the actuator and, finally, control the movement of the selectable transmission component.

[0067] As shown in FIG. 6, the control set 356 may include a first clutch 360, a second clutch 362 and a brake 364. Each of these selectable transmission components will be discussed in detail below. As will be discussed, the 356 control set can include several features that provide effective and selective power transfer. Also, the 356 control set can include features that make the 12e power train more compact, which reduces the overall part number, which increases manufacturability and the like.

[0068] The first clutch 360 may include one or more first components 361 (e.g., clutch / friction plates, etc.) that are mounted on shaft 329. The first clutch 360 may also include one or more second corresponding components 363 that are attached to a 359 shaft. A gear 365 is mounted on shaft 359. Thus, when the first clutch 360 is in the first (engaged) position, power can be transferred from shaft 329 to gear 365. In contrast, the first 360 clutch can prevent such power transfer when

Petition 870180072403, of 08/17/2018, p. 33/65

28/44 in the second position (disengaged).

[0069] In some modalities, the first 360 clutch can be configured to selectively transfer power from the 320 motor to the variator

340. More specifically, as noted here, axis 329 can receive power from motor 320 (through axis 322, gear 324 and gear 326). Gear 365 can be engaged with gear 367 which is mounted for rotation on shaft 341. Gear 367 can be connected (by means of a transmission component 357 to ring gear 348 of inverter 340.

[0070] The second clutch 362 can include one or more first components 369 (for example, friction / clutch plates, etc.) that are mounted on an axis 371. The second clutch 362 can also include one or more corresponding second components 373 which are mounted on a shaft 375. Thus, when the second clutch 362 is in the first (engaged) position, power can be transferred from shaft 371 to shaft 375. On the contrary, the second clutch 362 can prevent such a transfer of power when in second position (disengaged).

[0071] In some embodiments, the second clutch 362 can be configured to selectively transfer power from motor 320 to output component 353. This power transmission path deviates from variator 340. More specifically, as noted here, axis 371 can receive motor power 320 (by means of shaft 322, gear 324, gear 326, shaft 329, gear 327 and gear 370). Also, the shaft 375 can include a gear 376 attached to it. Gear 376 can be engaged with an idle gear 378, which is engaged with gear 349. As mentioned herein, gear 349 can be mounted on output shaft 351 of output component 353.

[0072] The 364 brake can be mounted on a 380 chassis of the vehicle

10. Brake 364 can be operably coupled to ring gear 348

Petition 870180072403, of 08/17/2018, p. 34/65

29/44 of the inverter 340. In this way, the brake 364 can have a first position (braked), in which the brake 364 fixes the ring gear 348 to the chassis of the vehicle 10. The brake 364 can also have a second position (unbraked) ), in which the brake 364 allows movement of the ring gear 348 in relation to the chassis.

[0073] In some embodiments, engaging the second clutch 362 and disengaging the first clutch 360 and the brake 364 can place the 12e power train in a mechanical travel mode (ie, a direct drive mode), in which the power rotational is directly transmitted from motor 320 to output component 353. Specifically, power from motor 320 is transferred from shaft 322, to gear 324, to gear 326, to shaft 329, to gear 327, to gear 370, through second clutch 362 to gear 376, gear 378, gear 349, shaft 351 and finally to output component 353. Note that this transmission path from motor 320 to output component 353 deviates from the drive

340. Also, the rotational power of CVP 334 is prevented from being transmitted to output component 353 in this mode.

[0074] Additionally, engage the first clutch 360 and disengage the second clutch 362 and the brake 364 can put the power train 12e in a split path mode, in which power of both the 320 engine and the CVP 334 is combined in the 240 drive before being transmitted to output component 353. Specifically, power from motor 320 is transferred from shaft 322, to gear 324, gear 326, shaft 329, through the first clutch 360, gear 365, gear 367 and gear ring 348 of variator 340. However, power from CVP 334 is transferred from axis 336 to gear 338, to gear 339, to the

341, to the solar gear 342 of the variator 340. The planet gears 346 and associated support 344 can add the power of the motor 320 and CVP 334 and release the added power for gear 349, for shaft 351 and

Petition 870180072403, of 08/17/2018, p. 35/65

30/44 finally for output component 353.

[0075] In addition, engaging the brake 364 and disengaging the first and second clutches 360, 362 can put the 12e power train in a CVP only mode (that is, a series mode). In this mode, rotational power can be transferred from motor 320 to CVP 330 to drive CVP 334 and CVP 334 can release rotational power to output component 353. Specifically, power from motor 320 is transferred from shaft 322 to gear 324, to gear 326, to axis 329, to gear 327, to gear 331, to axis 333, to drive CVP 330. CVP 330 can convert this mechanical power to another form and supply power (via conduit 332) to CVP 334 CVP 334 can deliver mechanical power for shaft 336, gear 338, gear 339, shaft 341, solar gear 342, planet gears 346 and support 344, gear 349, shaft 351 and finally the component output 353. Note that the rotational power of the motor 320 is prevented from being transmitted to the output component 353 in this mode.

[0076] In some modalities, vehicle 10 can be propelled in a forward direction with the power train 12e in any of the direct drive means, divided and in series. Also, in some embodiments, vehicle 10 can be propelled in an opposite reverse direction with power train 12e in series mode, rather than in direct drive and split-path modes.

[0077] The 12e power train can switch between direct drive, split path and series modes to maintain high efficiency operation. It is realized that the power train 12e can be relatively compact and with a relatively low number of parts. In particular, the brake 364 provides simplicity to the 12e power train layout. Also, the brake 364 reduces the number of components of the power train 12e compared to other selectively engaging transmission components.

Petition 870180072403, of 08/17/2018, p. 36/65

31/44 [0078] Referring now to FIG. 7, another exemplary power train 12f is shown. The 12f power train may include an engine 420, which may be an internal combustion engine of various known configurations. The 12f power train can also include a CVP 430 (for example, an electric generator or hydraulic pump) and a CVP 434 (for example, an electric or hydraulic motor, respectively), which can be connected by a conduit 432 (for example , an electrical or hydraulic duct, respectively).

[0079] The engine 420 can provide rotational power to an output shaft 422, for transmission to one or more power consumers (for example, wheels, PTO axles and so on) of the vehicle 10. In certain embodiments, a power converter torque or another device can be included between the motor 420 and the axis 422 (or another axis (not shown)), although such a device is not necessary for the operation of the 12f power train, in the form contemplated by this description. Additionally, in certain embodiments, multiple axes (not shown), including several axes interconnected by various gears or other power transmission devices, or equivalent power transmission devices (for example, chains, belts and so on), can be used in place of axis 422 (or several other axes discussed here).

[0080] Axle 422 can be configured to provide rotational power to a 424 gear, or another power transmission component (not shown), to transmit power from motor 420 to a gear 426. Motor power 420 can be transmitted by means of gear 424 and / or gear 426 to other components of the power train 12f as will be discussed in detail below.

[0081] CVP 430 converts power (for example, engine power 420) to an alternative form (for example, electric or hydraulic power) for transmission through conduit 432. This converted power and

Petition 870180072403, of 08/17/2018, p. 37/65

The transmitted 32/44 can then be reconverted by CVP 434 for mechanical output along an output axis 436. Several known control devices (not shown) can be provided to regulate such conversion, transmission, reconversion and so on.

[0082] In certain embodiments, the output shaft 436 may be in communication with a gear 438 (or other similar component). Gear 438 can transfer power to a gear 439 that is mounted on an axis 441. Axle 441 can be parallel to axis 436. A gear 442 can also be fixedly mounted on axis 441. Gear 442 can be engaged with a gear 443 , which is fixedly mounted on an axis 444. Axis 444 can be parallel to axis 441. Axis 444 can provide rotational power (originally provided by CVP 434) to a 440 drive. Motor 420 can also provide rotational power to drive 440 along another path, which will be discussed in detail below.

[0083] In general, inverter 440 can include a variety of devices capable of adding the mechanical inputs of the CVP 434 and the motor 420 to a combined mechanical output, in a way that can be useful, for example, for the transmission of path power Divided. In certain embodiments, as shown in FIG. 7, inverter 440 can be configured as a series of additive planetary gear. In some embodiments, drive 440 may comprise a series of double planetary gears.

[0084] As shown, shaft 444 can selectively power a first solar gear 445 and a second solar gear 446 of drive 440. Drive 440 may also include a first ring gear 447 and a second ring gear 437.

Additionally, inverter 440 can include first planet gears

449 and second planet gears 450. The first planet gears

Petition 870180072403, of 08/17/2018, p. 38/65

33/44

449 can be arranged between and engaged with the first ring gear 447 and the first sun gear 445. The second planet gears 450 can be arranged between and engaged with the second ring gear 437 and the second sun gear 446. In addition, the first gears planets 449 can be interconnected with a first support 490. The second planet gears 450 can be interconnected with a second support 454. The first ring gear 447 can be connected to the second planet gears 450 via the second support 454. The second ring gear 437 it can also be connected to a gear 448. The drive 440 can also include a third support 456, which is attached to the second planetary gears 450. The third support 456 can be connected to a gear 458. Gear 458 can be engaged with a gear 460, which is fixedly mounted on an axis 461. Gear 458 can also be engaged with a gear act 462, which is fixedly mounted on an axis 463.

[0085] The 12f power train can be operated in a plurality of different transmission modes. To control the transition between the various modes, a set of 464 controls can be configured to receive power from one or more of: 1) directly from the 420 engine; 2) both of engine 420 and CVP 434 through drive 440; and 3) directly from CVP 434. The control set 464 can also be configured to transmit this received power to an axis 451 of an output component 453, such as a gearbox, a wheel axis, an outlet shaft (PTO), or other vehicle component 10.

[0086] On the 12f power train, for example, the set of controls

464 can include one or more selectable transmission components. Selectable transmission components can have a first position (an engaged position), in which the device transmits power from a

Petition 870180072403, of 08/17/2018, p. 39/65

34/44 input component to an output component. Selectable transmission components can also have a second position (a disengaged position), in which the device prevents transmission of power from the input to the output component. Selectable transmission components from the 464 control set can include one or more wet clutches, dry clutches, dog collar clutches, brakes, synchronizers, or other similar devices. The device may also include an actuator to actuate the transmission components selectable between the first and second positions. In addition, the 464 control set may include a controller (for example, a computerized controller or hydraulic controller) configured to control the actuator and, finally, control the movement of the selective transmission device.

[0087] As shown in FIG. 7, the control set 464 may include a first forward clutch 470, a second forward clutch 472, a reverse clutch 473, a brake 474, a first exit clutch 476 and a second exit clutch 478. As will be discussed, the 464 control suite can include several features that provide effective and selective power transfer. Also, the 464 control set can include features that make the 12f power train more compact, that reduce the amount of general parts, that increase manufacturability and the like.

[0088] The first forward gear clutch 470, in a engaged position, can engage gear 426 and gear 488 in such a way that gears 426, 488 rotate in unison. The first forward gear clutch 470, in a disengaged position, can allow gear 426 to rotate relative to gear 488. Gear 488 can be engaged with gear 448.

[0089] The second forward clutch 472 can engage and,

Petition 870180072403, of 08/17/2018, p. 40/65

35/44 alternatively, disengage gear 426 and gear 489. Gear 489 can be engaged with gear 452. Gear 452 can be connected to the first support 490 of variator 440. [0090] The reverse clutch 473 can engage and, alternatively, disengage shaft 422 and shaft 481, which supports gear 480. Gear 480 can be engaged with gear 448. Axle 481 can also support gear 482. Gear 482 can in turn be geared with a gear 483. Gear 483 can be fixedly mounted on a common shaft 484 with a gear 485. Gear 485 can be geared with a gear 486, which is fixedly mounted on an output shaft 487 of the CVP 430.

[0091] The 474 brake can be mounted on a vehicle's 491 chassis

10. Brake 474 can be operably coupled to gear 452 (and thus to the first planet gears 449 via the first support 490). In this way, the brake 474 can have a first position (braked), in which the brake 474 fixes the first planet gears 449 to the chassis 491. The brake 474 can also have a second position (unbraked), in which the brake 474 allows the movement of the first planetary gears 449 in relation to the chassis 491.

[0092] The first output clutch 476 can engage and alternatively disengage gear 460 and gear 492. Gear 492 can be engaged with gear 493, which is fixedly mounted on shaft 451 to transmit power to output component 453 .

[0093] The second output clutch 478 can engage and alternatively disengage gear 462 and gear 494. Gear 494 can be engaged with gear 496, which is fixedly mounted on shaft 451 to transmit power to the drive component.

Petition 870180072403, of 08/17/2018, p. 41/65

36/44 exit 453.

[0094] The different modes of transmission of the 12f power train will now be discussed. Like the modalities discussed above, the 12f power train can have at least one mechanical travel mode (ie, direct drive mode), at least one split travel mode and at least one CVP only mode (ie, drive mode). series).

[0095] In some embodiments, engage the first forward clutch 470, the second forward clutch 472 and the first exit clutch 476 and disengage the brake 474, the second exit clutch 478 and the reverse clutch 473 can place the 12f power train in a first mechanical travel mode (ie, a low range direct drive mode). In this mode, rotational power is directly transmitted from motor 420 to output component 453. Also, in some embodiments, rotational power from CVP 434 is prevented from being transmitted to output component 453. Specifically, power from motor 420 is transferred from axis 422 , to gear 424, to gear 426 and drift through the first and second forward clutches 470, 472. Power through the first forward gear clutch 470 is transferred to gear 488, gear 448 and the second ring gear 437. However , power through the second forward clutch 472 is transferred to gear 489, gear 452, support 490, first ring gear 447. Engine power recombines on second planet gears 450 and is transferred to gear 458, gear 460 , through the first output clutch 476, to gear 492, gear 493 and finally to output component 453.

[0096] In some embodiments, engage the first forward clutch 470, the second forward clutch 472 and the second exit clutch 478 and disengage the brake 474, the first exit clutch 476 and the reverse clutch 473 can place the

Petition 870180072403, of 08/17/2018, p. 42/65

37/44 12f power train in a second mechanical travel mode (ie, a high-range direct drive mode). Power transmission can be substantially similar to the first direct drive mode described above, except that power on the second planetary gears 450 can be transferred to gear 458, gear 462, via second output clutch 478, gear 494, gear 496 , to gear 493 and finally to the output component 453. In some embodiments, this mode can provide a greater output speed range for vehicle 10, compared to the speed range provided by the first direct drive mode.

[0097] In addition, engage the first forward gear clutch

470 and the first output clutch 476 and disengage the second forward gear clutch 472, the reverse gear clutch 473, the second output clutch 478 and the brake 474 can put the 12f power train in a first split path mode , in which power from both motor 420 and CVP 434 is combined in drive 440 before being transmitted to output component 453. Specifically, power from motor 420 is transferred from shaft 422, to gear 424, gear 426, gear 488 , to gear 448, to second ring gear 437 of drive 440. Power on gear 448 can also be transmitted to gear 480, gear 482, gear 483, gear 485, gear 486 to drive CVP 430. CVP 430 can convert this mechanical input into electrical power to drive CVP 434. Mechanical power from CVP 434 can be transferred from shaft 436 to gear 438, gear 439, gear 442, gear 443, axis 444 and the second solar gear 446 of the variator 440. The second planetary gears 450 can add the power of the engine 420 and CVP 434 and the support 456 can release the added power for gear 458, for gear 460, through the first output clutch 476, for gear 492, for the

Petition 870180072403, of 08/17/2018, p. 43/65

38/44 gear 493, for axis 451 and finally for output component 453.

[0098] Engage the first forward clutch 470 and the second exit clutch 478 and disengage the second forward clutch 472, the reverse clutch 473, the first exit clutch 476 and the brake 474 can place the power train 12f in a second split path mode, in which power from both the 420 engine and the CVP 434 is combined in the inverter 440 before being transmitted to output component 453. Power transmission can be substantially similar to the first path mode split described above, except that the power added in gear 458 can be transferred to gear 462, via second output clutch 478, gear 494, gear 496, gear 493 and finally to output component 453. In some embodiments, this mode can provide a greater output speed range for vehicle 10, compared to the speed range provided by the first split path mode.

[0099] Also, in some modalities, engage the second forward clutch 472 and the first exit clutch 476 and disengage the first forward clutch 470, the reverse clutch 473, the second exit clutch 478 and the brake 474 can place the 12f power train in a third split-path mode, in which power from both engine 420 and CVP 434 is combined in drive 440 before being transmitted to output component 453. Specifically, engine power 420 is transferred from shaft 422, to gear 424, to gear 426, to gear 489, to gear 452, to the first planetary gears 449 of drive 440. However, power from CVP 434 can be transferred from shaft 436 to gear 438, to gear 439, gear 442, gear 443, shaft 444 and the first solar gear 445 of drive 440. The first ring gear 447 can add up to

Petition 870180072403, of 08/17/2018, p. 44/65

39/44 engine power 420 and CVP 434 and support 454 can release the added power for the second planetary gears 450 and support 456, gear 458, gear 460, through the first output clutch 476, gear 492 , gear 493 to axis 451 and finally to output component 453. In some embodiments, this mode can provide a greater output speed range for vehicle 10, compared to the speed range provided by the first and second split-path modes above discussed.

[00100] Engage the second forward clutch 472 and the second exit clutch 478 and disengage the first forward clutch 470, the reverse clutch 473, the first exit clutch 476 and the brake 474 can place the 12f power train in a fourth split path mode, in which power from both the 420 engine and the CVP 434 is combined in the inverter 440 before being transmitted to output component 453. Power transmission can be substantially similar to the third path mode split described above, except that the power added in gear 458 can be transferred to gear 462, via second output clutch 478, gear 494, gear 496, gear 493 and finally to output component 453. In some embodiments, this mode can provide a greater output speed range for vehicle 10, compared to the speed range provided by the first, second and third split-path modes.

[00101] In addition, engage the brake 474 and the first output clutch 476 and disengage the first forward clutch 470, the second forward clutch 472, the reverse clutch 473 and the second output clutch 478 you can put the 12f power train in a first CVP-only mode (that is, a first series mode). In this mode, motor 420 can be disconnected from drive 440 and CVP 430. CVP 434 can deliver rotational power to output component 453.

Petition 870180072403, of 08/17/2018, p. 45/65

40/44

Specifically, CVP 434 can deliver mechanical power for shaft 436, for gear 438, for gear 439, for gear 442, for gear 442, for gear 443, for second solar gear 446, for planetary gears 450 and support 456, for gear 458, for gear 460, through the first output clutch 476, for gear 492, for gear 493, for shaft 451 and finally for output component 453.

[00102] In some embodiments, engage the brake 474 and the second output clutch 478 and disengage the first forward clutch 470, the second forward clutch 472, the reverse clutch 473 and the first output clutch 476 can put the 12f power train in a second mode only CVP (that is, a second mode in series). Power transmission can be substantially similar to the first series mode described above, except that power on gear 458 can be transferred to gear 462, via second output clutch 478, to gear 494, gear 496, gear 493 and finally to output component 453. In some embodiments, this mode may provide a greater output speed range for vehicle 10, compared to the speed range provided by the first series mode.

[00103] Additionally, in some embodiments, engage the reverse clutch 473 and the first output clutch 476 and disengage the brake 474, the second output clutch 478, the first forward clutch 470 and the second gear clutch the front 472 can place the 12f power train in a first reverse split path mode. Power from both engine 420 and CVP 434 is combined in drive 440 before being transmitted to output component 453 and vehicle 10 is driven in the reverse direction. Specifically, engine power 420 is transferred from shaft 422, through reverse gear clutch 473, to gear 480, gear 448, second gear

Petition 870180072403, of 08/17/2018, p. 46/65

41/44 ring 437 of drive 440. Power in gear 480 can also be transmitted to gear 482, gear 483, gear 485, gear 486 to drive CVP 430. CVP 430 can convert this mechanical input to electrical power for activate CVP 434. Mechanical power of CVP 434 can be transferred from axis 436 to gear 438, gear 439, gear 442, gear 443, axis 444 and the second solar gear 446 of variator 440. The second planet gears 450 can add the power of engine 420 and CVP 434 and support 456 can release the added power for gear 458, for gear 460, through the first output clutch 476, to gear 492, to gear 493, to shaft 451 and finally to the output component 453.

[00104] Additionally, in some modalities, engage the reverse clutch 473 and the second output clutch 478 and disengage the brake 474, the first output clutch 476, the first forward clutch 470 and the second gear clutch the front 472 can place the 12f power train in a second reverse split path mode. Power transmission can be substantially similar to the first reverse split path mode described above, except that power on gear 458 can be transferred to gear 462, via second output clutch 478, to gear 494, gear 496, gear 493 and finally to the output component 453. In some embodiments, this mode can provide a greater output speed range for vehicle 10, compared to the speed range provided by the first reverse split path mode.

[00105] The 12f power train can switch between direct drive, split path and series modes to maintain high efficiency operation. It is realized that the power train 12f can be relatively compact and with a relatively low number of parts. In particular, the

Petition 870180072403, of 08/17/2018, p. 47/65

42/44 brake 474 provides simplicity to the 12f power train layout. Also, the 474 brake reduces the number of components, compared to other selectively engaging transmission components.

[00106] The clutches, brakes and / or other transmission components selectable from the control sets 56, 156, 256, 356, 464, (or other control sets) can be controlled by actuators of known configuration (not shown). These actuators, in turn, can be controlled by a transmission control unit (TCU) (not shown), which can receive multiple inputs from various sensors or devices (not shown) via a CAN bus (not shown) vehicle 10. In certain embodiments, the various control sets can, for example, be controlled according to switching control logic programmed or built into the equipment contained in or executed by a TCU.

Similarly, the various CVPs contemplated by this description (for example, CVPs 30, 32, 130, 132, 230, 232, 230a, 330, 334, 430, 434) can be controlled by several known means. For example, a TCU or other controller can control the output speed (or other characteristics) of a CVP based on multiple inputs from various sensors or other controllers, various control strategies programmed or built into the equipment, and so on. Converted power transmission between CVPs (for example, between CVPs 30 and 32) and various intermediate devices, such as batteries or other energy storage devices (not shown) can also be similarly controlled.

[00108] In certain embodiments, additional gear sets (for example, a speed gear set) can be arranged between the represented components of the power trains 12 and several power consumers of the vehicle 10 (for example, a differential or axle

Petition 870180072403, of 08/17/2018, p. 48/65

43/44

PTO (not shown)). For example, a transmission of various configurations (for example, multi-speed gearbox such as a wet clutch gearbox with power switching capability, or a power shift gearbox with several synchronizers) can be provided downstream of the various clutch devices 62, 64, 162, 164, 166, 262, 264, 266, 360, 362, 470, 472, 473, 476, 478, the various brakes 364, 474, and / or other components selectable transmission for additional speed and torque adjustment to drive multiple vehicle power consumers.

[00109] In certain embodiments, the described drives (for example, the 40, 140, 240, 340, 440 drives) can in general provide infinitely variable control over a particular gear range (for example, a power shift transmission downstream). In this way, the described drives can be used to successfully address transient speed responses on a relevant vehicle or other platform (for example, because of switching between gears, changes in speed relative to the terrain and so on), an engine Traditional can be used to successfully address any transient torque requirements (for example, because of changes in vehicle load) and the relevant set of controls can switch between transmission modes as appropriate.

[00110] In certain modalities, the described system can allow relatively simple customization of several vehicle platforms (or others). For example, a standard engine, standard inverter and standard control set components can be provided for a variety of vehicle platforms, with the needs of any particular platform being addressed by including a particular transmission downstream of the control set ( and through other customizations, as appropriate).

Petition 870180072403, of 08/17/2018, p. 49/65

44/44 [00111] The terminology used here is only intended to describe particular modalities and should not be limiting to the description. In the form used here, singular forms one, one and o, “a” must also include plural forms, unless the context clearly indicates otherwise. It is further understood that any use of the terms comprises and / or comprises in this specification specifies the presence of declared resources, whole parts, steps, operations, elements and / or components, but does not eliminate the presence or addition of one or more other resources, entire parts, stages, operations, elements, components and / or groups thereof.

[00112] The description of this description has been presented for purposes of illustration and description, but should not be exhaustive or limited to the description in the manner described. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the description. Modalities explicitly referenced here have been chosen and described in order to better explain the principles of description and their practical application and to allow others skilled in the art to understand the description and perceive many alternatives, modifications and variations in the example (s) described (s) ). Accordingly, several other implementations are within the scope of the following claims.

Claims (20)

1. Work vehicle, characterized by the fact that it comprises: an engine; at least one continuously variable power source (CVP); a variator; an output component; and a set of controls that includes a plurality of transmission components configured to provide selection between a first mode, a second mode and a third mode; the set of controls, in the first mode, configured to transfer motor power from the motor to the output component and prevent transmission of CVP power from at least one CVP to the output component; the set of controls, in the second mode, configured to transfer engine power from the engine to the drive, transfer CVP power from at least one CVP to the drive and transfer a combination of engine power and CVP power from the drive for the output component; the set of controls, in the third mode, configured to transfer CVP power from at least one CVP to the output component and prevent transmission of engine power from the engine to the output component; and the plurality of transmission components of the control set which includes a brake having a locked position and an unlocked position, the brake configured to change between the locked position and the unlocked position to provide at least one of the first, the second mode and the third mode. Petition 870180072403, of 08/17/2018, p. 51/65 2/7 2. Work vehicle according to claim 1, characterized by the fact that it additionally comprises a chassis; where the brake is operatively attached to a component of the drive; the brake, in the locked position, configured to fix the component in relation to the chassis; and the brake, in the non-locked position, configured to allow rotation of the component with respect to the chassis. Work vehicle according to claim 2, characterized by the fact that the drive includes a series of planetary gear with a solar gear, a plurality of planetary gears and a ring gear; and where the brake is operatively attached to the ring gear. 4. Work vehicle according to claim 2, characterized by the fact that the drive includes a series of double planetary gear; wherein the dual planetary gear series includes a first solar gear, a plurality of first planetary gears and a first associated conveyor and a first ring gear; wherein the dual planetary gear series includes a second solar gear, a plurality of second planetary gears and an associated second conveyor and a second ring gear; wherein the second conveyor connects the first ring gear and the plurality of second planetary gears; and in which the brake is operatively affixed to the plurality of first planetary gears and the first associated conveyor. Petition 870180072403, of 08/17/2018, p. 52/65 3>! Ί 5. Work vehicle according to claim 1, characterized by the fact that the brake is configured to change from the unlocked position to the locked position to provide the third mode. 6. Work vehicle according to claim 5, characterized by the fact that the brake is configured to be in the unbraked position to provide the first mode and the second mode. 7. Work vehicle according to claim 1, characterized by the fact that the set of controls, in the first mode, is configured to transfer motor power from the motor that deflects the inverter and is transferred to the output component . 8. Work vehicle according to claim 1, characterized by the fact that the set of controls, in the third mode, is configured to transfer power from CVP to the output component to drive the vehicle in a forward direction; and in which the set of controls, in the third mode, is configured to transfer power from CVP to the output component to drive the vehicle in the opposite direction. 9. Work vehicle according to claim 1, characterized by the fact that at least one CVP includes a first CVP and a second CVP; in which the set of controls, in the third mode, is configured to transfer mechanical motor power from the motor to the first CVP, which converts the mechanical motor power to electrical energy that energizes the second CVP; and where the set of controls, in the third mode, is configured to transfer mechanical power from CVP from the second CVP to the output component. 10. Method for operating a powertrain for a work vehicle, characterized by the fact that it comprises: Petition 870180072403, of 08/17/2018, p. 53/65 ΜΊ provide, in a first transmission mode, engine power from an engine to an output component of the vehicle while preventing transmission of CVP power from at least one CVP to the output component; provide, in a second transmission mode, engine power from the engine to a drive while providing CVP power from at least one CVP to the drive and transfer a combination of engine power and CVP power from the drive to the output component; providing, in a third transmission mode, CVP power from at least one CVP to the output component while preventing transmission of engine power from the engine to the output component; and moving a brake from an unlocked position to a locked position to provide at least one of the first mode of transmission, the second mode of transmission and the third mode of transmission. 11. Method according to claim 10, characterized by the fact that the brake is operatively attached to a component of the drive; wherein moving the brake from the unbraked position to the locked position includes securing the drive component with respect to a chassis of the work vehicle. Method according to claim 11, characterized in that the drive includes a series of planetary gear with a solar gear, a plurality of planetary gears and an annular gear; and where moving the brake from the unlocked position to the locked position includes fixing the ring gear with respect to the chassis. 13. Method according to claim 11, characterized Petition 870180072403, of 08/17/2018, p. 54/65 5/7 due to the fact that the drive includes a series of double planetary gear; wherein the dual planetary gear series includes a first solar gear, a plurality of first planetary gears and a first associated conveyor and a first ring gear; wherein the dual planetary gear series includes a second solar gear, a plurality of second planetary gears and an associated second conveyor and a second ring gear; wherein the second conveyor connects the first ring gear and the plurality of second planetary gears; and where moving the brake from the unlocked position to the locked position includes fixing the plurality of first planetary gears and the first associated conveyor with respect to the chassis. 14. Method according to claim 10, characterized in that moving the brake from the unlocked position to the locked position provides the third mode of transmission. Method according to claim 14, characterized in that it additionally comprises positioning the brake in the unlocked position to provide the first mode of transmission and the second mode of transmission. 16. Method according to claim 10, characterized in that it additionally comprises: provide, in the first mode of transmission, engine power from the engine that diverts the drive to the vehicle's output component. 17. Method according to claim 10, characterized in that it additionally comprises: transfer, in the third mode, CVP power to the output component to drive the work vehicle in one direction to Petition 870180072403, of 08/17/2018, p. 55/65 6/1 front; and transferring, in the third mode, CVP power to the output component to drive the work vehicle in the opposite direction. 18. Method according to claim 10, characterized by the fact that at least one CVP includes a first CVP and a second CVP; it further comprises transferring, in the third mode, mechanical engine power from the engine to the first CVP for converting the mechanical engine power to electrical energy that energizes the second CVP; and further comprises transferring, in the third mode, CVP mechanical power from the second CVP to the output component. 19. Work vehicle, characterized by the fact that it comprises: an engine; a first variable power source (CVP); a second CVP; a drive comprising a series of planetary gears with a solar gear, a plurality of planetary gears with an associated conveyor and an annular gear; an output component; and a set of controls including at least one clutch and at least one brake, the set of controls configured to provide selection between a first mode, a second mode and a third mode; the set of controls, in the first mode, configured to transfer motor power from the motor to the output component and Petition 870180072403, of 08/17/2018, p. 56/65 7/7 prevent CVP power transmission from at least one CVP to the output component; the set of controls, in the second mode, configured to transfer engine power from the engine to the drive, transfer CVP power from at least one CVP to the drive and transfer a combination of engine power and CVP power from the drive for the output component; the set of controls, in the third mode, configured to transfer CVP power from at least one CVP to the output component and prevent transmission of engine power from the engine to the output component; and the brake having a locked position and an unlocked position, the brake configured to change between the locked position and the unlocked position to provide at least one of the first mode, the second mode and the third mode. 20. Work vehicle according to claim 19, characterized by the fact that the brake is configured to be in the unbraked position to provide the first mode and the second mode; and wherein the brake is configured to change from the unlocked position to the locked position to provide the third mode.