DE102017220666A1 - STAGE-FREE MULTIMODE TRANSMISSION - Google Patents

Abstract

An infinite speed ratio (IVT) continuously variable transmission that incorporates a dual planetary gear set having first, second and third transmission components. The IVT includes a simple planetary gear set with a fourth, fifth and sixth gear component. In one mode, a first set of clutches is engaged thereby permitting the transmission of engine power to the first transmission component and permitting the transmission of IVP power between a second IVP engine and the second transmission component. The third transmission component combines the engine power and the IVP power into a first combined power transmitted from the third transmission component to the fourth transmission component. The fifth transmission component transmits return power to a motor shaft, and the sixth transmission component combines the first combined power and the return power to a second combined power output on an output shaft for rotating the output shaft in a speed range.

Description

REFER TO RELATED APPLICATIONS

This application is a partial continuation of the application submitted on November 7, 2014 U.S. Application No. 14 / 536,097 , which are a continuation of the submission submitted on 31 December 2013 U.S. Application No. 14 / 145,599 is, and under the US Pat. 9,206,885 on December 8, 2015, the entire disclosure of which is incorporated herein by reference.

STATEMENT ON STATE-SUPPORTED RESEARCH AND DEVELOPMENT

Not applicable.

AREA OF REVELATION

This disclosure relates to continuously variable transmissions, and more particularly to continuously variable transmissions having a plurality of different drive modes.

BACKGROUND OF THE REVELATION

In various environments, it may be useful to use both a conventional engine (eg, an internal combustion engine) and a continuously variable power source (eg, an electric or hydraulic motor, a variable chain drive, etc.) to provide useful power , For example, a portion of the engine power may be diverted to drive a first continuously variable machine (eg, a first electric machine acting as a generator), which in turn may drive a second continuously variable machine (eg, a second electric machine) which acts as a motor by means of electric power from the first electric machine). In certain configurations, power may be from either source type (ie, a motor and a continuously variable power source) for the final power output (eg, to an engine axle) via an infinite speed ratio ("IVT") or a finite speed ratio continuously variable transmission ("CVT"). This may be referred to as a "branched mode" or "power split mode" operation because the power transfer between the mechanical path can be shared by the motor and the steplessly adjustable path. The branched mode of operation can be achieved in several known ways. For example, a planetary gear set may be used to summate rotational power from an engine and an electric machine, wherein the summed power is transmitted downstream within an associated powertrain. This may allow the delivery of power (eg to vehicle wheels) with an effective infinite stepless transmission ratio. However, various problems may occur, including limitations on the maximum achievable speed of adjustable energy sources.

Operating other types of transmissions, as well as IVT or CVT transmissions, can cause various other problems. For example, in certain configurations, transmission circuits (eg, circuits between different gear ratios) may result in vehicle jerking, time delays, or other transient effects on available power (eg, on the wheels of a vehicle or attached accessories or tool) or other harmful effects on system performance and user experience.

SUMMARY OF THE REVELATION

In one aspect, the disclosure provides a work vehicle including a motor having a motor shaft, a first continuously variable power (IVP) engine, a second continuously variable power (IVP) engine, an output shaft, and a multiple-speed continuously variable transmission (IVT) transmission modes. The IVT is designed to transfer power between the engine, the first IVP engine, the second IVP engine and the output shaft on different paths in various of the multiple transmission modes. The IVT includes multiple clutches, each of which is configured to be alternately engaged and disengaged. Further, the IVT includes a dual planetary gearset including a first transmission component, a second transmission component, and a third transmission component. Further, the IVT includes a simple planetary gearset that includes a fourth transmission component, a fifth transmission component, and a sixth transmission component. In a first transmission mode of the IVT, a first subset of the plurality of clutches is engaged, allowing transmission of engine power from the engine to the first transmission component and allowing IVP power to be transmitted between the second IVP engine and the second transmission component. In the first transmission mode, the third transmission component combines the engine power and the IVP power into a first combined power transmitted from the third transmission component to the fourth transmission component. In the first transmission mode, the fifth transmission component transmits return power to the engine shaft, and the sixth transmission component combines the first combined power and the return power to a second combined power output on the output shaft for rotating the output shaft in a speed range.

In another aspect, a work vehicle is disclosed that includes a motor having a motor shaft and a continuously variable power source (IVP source) with a first electric machine and a second electric machine. The work vehicle further includes an output shaft and a continuously variable transmission (IVT) with multiple transmission modes. The IVT is configured to transfer power between the engine, the first electric machine, the second electric machine, and the output shaft on different branches in various of the multiple transmission modes. The IVT includes multiple clutches, each of which is configured to be alternately engaged and disengaged. The IVT further includes a first planetary gear set including a first transmission component, a second transmission component, and a third transmission component. Additionally, the IVT includes a second planetary gear set that includes a fourth transmission component, a fifth transmission component, and a sixth transmission component. In a first transmission mode of the IVT, a first subset of the plurality of clutches is engaged, allowing transmission of engine power from the engine to the first transmission component and permitting transmission of IVP power between the second electric machine and the second transmission component. In the first transmission mode, the third transmission component combines the engine power and the IVP power into a first combined power transmitted from the third transmission component to the fourth transmission component. In addition, in the first transmission mode, the fifth transmission component transmits return power to the engine shaft. Also in the first transmission mode, the sixth transmission component combines the first combined power and the return power to a second combined power. The second combined power of the first transmission mode provides a speed range on the output shaft. The first electric machine has a generator mode and a motor mode. The first electric machine, when in the generator mode, is configured to generate electrical energy from the mechanical energy input at the first electric machine. Furthermore, the first electric machine has a generator mode and a motor mode. The second electric machine, when in the generator mode, is configured to generate electrical energy from mechanical energy input at the second electric machine. In the first transmission mode of the IVT, the first electric machine and the second electric machine are configured to be simultaneously in the generator mode for the cogeneration of electric power.

The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features and advantages will be apparent from the description, drawings, and claims.

list of figures

• 1 FIG. 10 is a side view of an exemplary work vehicle that may include a continuously variable transmission; FIG.
• 2 is a schematic view of a powertrain of the vehicle 1 ;
• 3 is a schematic view of a continuously variable transmission that is in the drive train 2 can be included;
• 4 is a graph of steplessly adjustable power source speeds and vehicle wheel speeds for various continuously variable transmission modes 3 ;
• 5 is a schematic view of another continuously variable transmission that in the drive train 2 can be included;
• 6 is a graph of steplessly adjustable power source speeds and vehicle wheel speeds for various continuously variable transmission modes 5 ;
• 7 is a schematic view of another continuously variable transmission that in the drive train 2 can be included;
• 8th is a graphical representation of adjustable power source speeds and vehicle wheel speeds for various continuously variable transmission modes 7 ;
• 9 is a schematic view of the one out 3 similar powertrain with a power storage and supply system;
• 10 is a schematic view of the one out 7 similar powertrain with another power storage and supply system;
• 11 is a schematic representation of a management process for transient Leistungsunsgabfälle, with the drive trains 9 and 10 can be used;
• 12 is a schematic view of a drive train, with the out 3 with the powertrain shown in a first configuration;
• 13 FIG. 12 is a graph illustrating the wheel speed of a vehicle of a rotational speed of an electric machine of the powertrain. FIG 12 for a given engine speed according to the embodiments of the present disclosure faces;
• 14 is a schematic view of the drive train 12 shown in a second configuration;
• 15 is a schematic view of a drive train, with the out 12 with the powertrain shown in a first configuration; and
• 16 is a schematic view of the drive train 15 shown in a second configuration.

In the various figures, like reference symbols denote like elements.

DETAILED DESCRIPTION

In the following, one or more embodiments of the disclosed powertrain arrangement for energy storage and delivery will be described as shown in the accompanying figures of the drawings briefly described above. Various modifications of the embodiments are conceivable by a person skilled in the art.

In various known configurations, one or more planetary gear sets may be used to combine the output power of an IVP and an engine (eg, an internal combustion engine). For example, in a planetary gear set, a first component of the gear set (eg, a ring gear) may receive power from the engine, a second component of the wheelset (eg, a sun gear) may receive power from the IVP, and a third component of the gear set (FIG. eg a planet carrier) can add up the power from the engine and from the IVP at the output of the gear set. (For convenience of designation, "component" may be used herein, particularly in the context of a planetary gear set to refer to an element for transmitting power, such as a sun gear, a ring gear, or a planet gear carrier.) It will be understood that such a design is in the Substantially infinite and stepless ratios for the planetary gear set can allow. For example, for a given engine speed, a particular gear ratio may be adjusted by varying the speed of the IVP with respect to engine speed.

In certain cases, it may be useful to facilitate a zero power mode for a vehicle (or other machine) in which the output speed of the vehicle wheels (or other engine output) reaches zero speed without stopping or stopping the engine to deliver a torque to the wheels. In this way, for example, vehicle performance may be used to keep a vehicle stationary. Such a condition can be obtained, for example, with a planetary gear set designed as described above. For example, if a motor rotates a sun gear at a first positive speed, and an IVP (eg, a generator-driven electric motor) is commanded to rotate a ring gear at an equivalent negative speed, an associated planetary carrier (e.g. a differential drive shaft can be connected) do not turn at all. Further, if the IVP outputs output rotation at a slightly different (and opposite) speed than the engine, the vehicle may enter a "creep" mode in which the vehicle is moving very slowly but with high wheel torque. The zero drive and creep modes are particularly useful for heavy duty vehicles, such as the 1 shown tractor used in the agriculture, construction and forestry industries. As the wheel speed increases, the vehicle may ultimately enter a normal drive mode. In conventional configurations, each of these modes may be a power split mode in which power transmission is shared between a purely mechanical path from the engine and the mixed path through the IVP.

One problem with continuously variable powertrains may relate to the relative efficiency of power transmission in various modes. For example, it will be understood that mechanical transmission of power from a motor to a gear set (ie, mechanical path transmission) may be a highly efficient mode of power transmission, while power transmission through an IVP may be less efficient (eg, because of mechanical performance) a first machine has to be converted into electrical or hydraulic energy, has to be transferred to a second machine, and then has to be converted back to mechanical power). Accordingly, there may be significant motivation to use the mechanical path more than the IVP path (eg, by increasing the speed of the motor). However, this increased use of the mechanical path may also boost the required IVP speed for zero power and creep modes, as these modes may require close or actual speed adjustment between the IVP and engine speeds. This can lead to increased wear on associated gears and other parts (eg, a planetary gear component that receives power from the IVP and associated bearings), even to the point of part failure. In order to achieve suitable speeds, it may also be necessary for the size and power of a relevant IVP must be increased significantly compared to a preferred size and performance. Among other advantages, the multimode continuously variable transmission ("MIVT") disclosed herein can handle these problems. For example, by selectively utilizing clutches and / or brakes, an MIVT may allow greater use of a mechanical path while avoiding the need for excessive IVP speeds in zero power and creep modes.

As will be apparent from the present discussion, an MIVT can be advantageously used in a variety of environments and with a variety of machines. For example, with reference now to 1 a MIVT in the powertrain 22 of a vehicle 20 includes his. In 1 is the vehicle 20 shown as a tractor. It is understood, however, that other interpretations may be possible, including the design of the vehicle 20 as another type of tractor, as a tractor, grader or as one of several other types of work vehicles. Further, it should be understood that the disclosed IVT may also be used in non-work vehicles and non-vehicular applications (eg stationary powertrains).

As also noted above, an advantage of the disclosed MIVT is that it may enable operation of a vehicle in a variety of propulsion modes (eg, zero power mode, creep mode, and power split mode) that include various combinations of engine and IVP modes. Can use power. For example, by using different clutches and / or brakes associated with one or more planetary gear sets, a MIVT may allow engine power to be disconnected from an IVT output, even while the engine is still operating. For example, if an IVP drives a first component of a planetary gear set and a motor drives a second component of the planetary gear set, in certain embodiments and modes a clutch may disconnect the motor in operation from the second component and a brake may rotate a third component of the gear set stop, allowing a delivery of power only from the IVP through the reduction of the planetary gear set. In this way, for example, only electrical power (or hydraulic power, etc.) can be used to power the vehicle 20 in certain modes to drive (or to hold), while combined electric and engine power can be used to drive the vehicle 20 to drive (or hold) in other modes. Therefore, among other advantages, a MIVT can avoid certain prior limitations on the amount of energy that can be diverted from an engine through an electrical path (or hydraulic path, etc.).

With reference to 2 will now be various components of an exemplary powertrain 22 shown. For example, the engine 24 mechanical power (eg via a rotating shaft) to an MIVT 26 deliver. The motor 24 can also provide mechanical power to an IVP 28 which may include one or more IVP engines (eg, an electric motor and generator, or a hydraulic engine with a hydraulic motor and associated pump). The MIVT 26a can additionally mechanical power from the IVP 28 receive.

The MIVT 26a can have different couplings 30 and brakes 32 include, by different actuators 34 can be controlled. The actors 34 For example, they may be controlled by a transmission control unit ("TCU") 36 (or other controller) that receives various inputs from various sensors or devices (not shown) via a CAN bus (not shown) of the vehicle 20 can receive. The MIVT 26a can have one or more output shafts 38a for transmission of mechanical energy from the MIVT 26a to various other components (eg, a differential drive shaft). In certain embodiments, additional wheelsets (eg, a range group transmission) may be interposed between the MIVT 26 and other parts of the vehicle 20 (eg, a differential drive shaft). In certain embodiments, the IVP 28 also power directly to other parts of the vehicle 20 supply (eg via a direct IVP drive shaft 38b ).

With reference to 3 be different internal components of an exemplary MIVT 26a presents. It should be noted that the schematic representations of the in 3 shown gear (and also the in 5 and 7 shown gears) illustrate exemplary applications in a simplified form for the sake of clarity and so can not show all the components that are associated with the illustrated transmission. The motor 24 can an internal combustion engine 24a which can deliver mechanical power directly to the shaft S1. (As used herein, "direct" power transmission may involve the transmission of power through a direct physical connection, integral formation, or via a simple intervening element, such as an idler gear or planetary gear, for example, power transmission between a ring gear of a planetary gear set and a sun gear of the planetary gear set via a planet carrier (and associated planet gears) of the planetary gear set are not considered to be "direct"). An exemplary IVP 28a can one Power generator 40 and electric motor 42 include. The power generator 40 can mechanical power through a gear 46 and gear 44 received, which are mounted on the shaft S1, and may be electrical power for transmission to the electric motor 42 produce. The electric motor 42 can convert the received electrical power into mechanical power and thereby rotate a shaft S2.

Although specific terms such as "generator" and "motor" may be used herein to describe various example configurations, it will be understood that these (and similar) terms can be used to generally refer to an electrical machine that either can work as a generator or as a motor. For example, the power generator 40 sometimes work as an electric motor, and the electric motor 42 can sometimes work as a generator. Likewise, it should be understood that the actual operating modes of other infinitely variable power sources may vary similarly to those explicitly described herein.

In certain embodiments, the MIVT 26a a planetary gear set 48 and a dual planetary gear set 50 include. In certain embodiments, the planetary gear set 48 and the double planetary gear set 50 be designed mechanical power from the engine 24a and from the IVP 28a to sum up. By using one or more associated clutches and / or brakes, the MIVT 26a in certain modes provide an output that only energy from the IVP 28a used.

The planetary gear set 48 For example, a planet carrier 52 include, the planetary gears 54 stops that with the sun wheel 56 and the ring gear 58 can be engaged. A drive coupling 60 can be designed with the planet carrier 52 and the sun wheel 56 to engage (eg, based on signals from the TCU 36 ) to control the power transmission between these gears. For example, in a state of full engagement, the drive clutch may 60 the planet carrier 52 with the sun wheel 56 lock. As in 3 shown, the engine can 24a directly the planet carrier 52 via the shaft S1 drive. Accordingly, an engagement of the clutch 60 the sun wheel 56 effectively with the shaft S1 and the output of the motor 24a lock. A reverse brake 62 can be attached to a fixed housing of the MIVT 26a (or some other feature) and may be configured to engage the rotation of the ring gear 58 to stop.

In certain embodiments, an output component of the planetary gear set 48 direct power to an input component of the double planetary gear set 50 transfer. For example, the sun gear 56 integral with the ring gear 64 be connected, creating an output of the planetary gear 48 (ie the sun wheel 56 ) with an input of the double planetary gear set 50 (ie the ring gear 64 ) is connected directly.

The double planetary gear set 50 may also receive input power from the IVP 28a. For example, the electric motor 42 the rotation of the shaft S2 together with the attached gear 66 drive. The gear 66 can with the gear 68 are engaged, which is attached to the shaft S1, and the gear 68 can directly power up (for example, can be formed integrally with) a sun gear 70 of the double planetary gear set 50 transfer. The sun wheel 70 can with planet wheels 72 (one shown) which may be connected directly to the planetary gears 74 (one shown), both sets of planetary gears 72 and 74 from a planet carrier 76 be worn. Each of the planetary gears 74 can with one of the different planet gears 88 in turn, in turn, with a ring gear 78 can be engaged. The planet carrier 76 can with the ring gear 78 be connected (eg via planet gears 74 and 88 ) and the creep brake 80 may be attached to a fixed housing of the MIVT 26a (or another feature) and be designed with the ring gear 78 to engage to stop the rotation of this component.

The planet carrier 76 can produce a mechanical output from the dual planetary gear set 50 for transmitting mechanical power to various parts of the vehicle 20 deliver. For example, the planet carrier 76 may be integral with an output gear 82 be connected, which can be brought into engagement with a gear along a running shaft S3. In certain embodiments, an additional transmission 84 (eg, a range gear transmission) between the MIVT 26a and other parts of the vehicle 20 (eg, a differential drive shaft) or may be part of the MIVT 26a includes his. In this way, for example, various gearshifts can be implemented via the stepless baseline gear ratio provided by the MIVT 26a is provided.

In certain operating modes, the MIVT 26a (as in 3 designed) provide zero power and creep modes, in which only power from the IVP 28a to the wheels of the vehicle 20 is delivered. For example, the drive clutch 60 solved and the brake 80 with the ring gear 78 (or in certain interpretations with the ring gear 64 (not shown)). This can be the engine accordingly 24a from the double planetary gear 50 while a fixed ring gear (eg ring gear 78 ) is provided around which the components of the double planetary gear set 50 can turn. Mechanical power from the IVP 28a can go to the sun gear 70 be delivered to the planetary carrier 76 around the ring gear 78 can drive. This in turn can be the rotation of the output gear 82 cause that from the IVP 28a but not from the engine 24a is driven, causing a drive of the wheels of the vehicle 20 (eg via the gear transmission 84 ) only using power from the IVP 28a can allow.

To switch the vehicle out of this IVP only mode, a reverse process to that described above may be performed. For example, the clutch 60 may be engaged causing the engine 24a with the sun wheel 56 and the ring gear 64 is connected. At the same time (or almost simultaneously) can the creep brake 80 be solved, which makes it the double planetary gear set 50 is allowed, an output on the gear 82 to provide a sum of the power of the IVP 28a and the engine 24a represents. It will be appreciated that this selective use of two of a set of friction elements (eg, clutches and brakes) generally provides a transition between different modes of operation for the vehicle 20 can facilitate.

In certain embodiments, it may be advantageous to effect a transition between modes (eg, between an IVP only crawl mode and a combined drive mode) in various ways. For example, it may be engaged with the clutch 60 be possible, the sun gear 70 (about the IVP 28a ) at a speed to rotate so that the ring gear 78 essentially stops, even without the use of the brake 80 , To provide for more seamless switching between modes, it may be advantageous to switch between the drive and creep modes at such a point. In this way, for example, the brake 80 be engaged and the clutch 60 can be solved with a minimum disturbance of vehicle operation. A similar seamless switching point can also be obtained for creep to drive mode switching and can represent a target point for these shifts (and others). However, it will be understood that in certain embodiments, a ramp (or other) modulation of the clutch 60 (or other components) can be used.

For certain applications, it may be appropriate to use the vehicle 20 operate in reverse, whether in a creep mode, drive mode or other mode. In the MIVT 26a , as in 3 For example, it may be possible to use a reverse brake for this purpose 62 engage.

With reference to 4 Now, a graphical representation of the relationship between the vehicle wheel speed (in kilometers per hour) and the speed of the electric motor 42 (in revolutions per minute) for the design of the MIVT 26a in 3 shown. Various curves are used for the operation of the vehicle 20 presented, wherein various range gear (not shown) within the gear transmission 84 are engaged. It is understood that the 4 represented sizes are to be regarded as examples only.

The line 90 For example, it may represent the operation of the vehicle in a creep mode (eg, only with electrical energy). It will be appreciated that at zero engine speed, the vehicle speed may be zero, with the non-zero engine speed being directly proportional to the vehicle speed. In creep mode (eg with engaged brake 80 , dissolved drive clutch 60 and an engaged A-range transmission (not shown) in the gear transmission 84 ) can the vehicle 20 accelerate to a transition point. For example, as described above, the vehicle 20 to accelerate to a point on which, based on the engine speed and relevant gear ratios, the ring gear 78 can be relatively stationary, even without intervention of the brake 80 , At this (or another) point, the brake can 80 solved and the clutch 60 be engaged, causing the vehicle 20 is switched relatively seamlessly in the branched drive mode. The motor 42 can then begin along the line 92 slowing down, with the vehicle speed (now in power split mode from both the engine 42 as well as the engine 24a driven) increases, even while the speed of the engine 42 the direction changes (ie changes from the positive rotation to the negative rotation).

Continuing the vehicle 20 from the A-range gear in the gearbox 84 to a higher B-range gear (not shown). To speed up the vehicle 20 It can now be appropriate to the direction of rotation of the engine 42 toggle, eliminating the negative rotation and line 92 to positive rotation and line 94 is jumped. The motor 42 can then be slowed down again, followed by another shift to a higher C-range gear (not shown) in the gear transmission 84 and a corresponding jump for the engine 42 from the line 94 to line 96 , By modulating the rotation of the engine 42 In this way, switching between different area gears of the gear transmission 84 with the same reduction ratio at the beginning of switching (eg, at End of travel in the A range) as at the end of the shift (eg at the beginning of driving in the B range) can be achieved.

(It is understood that a reduction ratio is the product of the gear ratios of the planetary gear sets 48 and 50 and the engaged gear (eg, the A range gear) of the gear train 84 can be.)

Various benefits may come from the configuration 3 (and others provided by this disclosure). For example, in the configuration off 3 (and other configurations) the gear transmission 84 the planetary gear set 48 and 50 be downstream. This can be the use of the full range of torques and speeds available at the output of the MIVT 26a be generated (ie as they are from various combinations of the power of the motor 24a and the motor 42 can result) with each area or gear of the gear transmission 84 enable. For example, an all-electric mode (or any other mode of the various power split modes) may be associated with each range or gear of the gearbox 84 be used. This can provide significant flexibility during vehicle operation.

Additionally, in the configuration can off 3 (or in other configurations) a branched-mode drive can be implemented using a relatively simple planetary path, reducing wear, extending service life, and costing the MIVT 26a and other benefits. This may be particularly useful, for example, for applications where it is expected that much of the operating time will be spent in the split-power mode (eg, for various agricultural tasks performed with the vehicle 20). In power split mode, for example, power from the engine 24a through the clutch 60 to the ring gear 64 be delivered and power from the engine 42 to the sun wheel 70 to be delivered. These components (ie ring gear 64 and sun gear 70 ) can together the rotation of the planet carrier 76 (over the planet wheels 72 ), which in turn causes the rotation of the gear 82 and the corresponding transmission of power to the gear transmission 84 can cause. In contrast, in an all-electric mode, power can be from the engine 42 to the sun wheel 70 and then again to the planetary gears 72 , Planetary gears 74 (which directly with the gears 72 connected or integrally formed with these) and planet gears 88 to be delivered. The ring gear 78 gets off the brake 80 blocked and now can power from the planetary gears 72 . 74 and 88 to the planet carrier 76 and so on. It will be appreciated that fewer gear interventions in the power split mode than in the only electric mode may be used in this manner, which may represent a relative improvement in energy transfer efficiency and may also result in a relative reduction in part wear.

With reference to 5 will be another example of a MIVT 26b presents. As in 5 shown, the MIVT 26b a planetary gear set 98 and a dual planetary gear set 100 include. An internal combustion engine 24b can directly drive both a hydraulic drive (eg a pump 102 and a motor 104 ) and a shaft S4, and the hydraulic drive (eg by means of the motor 104 ) can drive a shaft S5. A planetary gear set 98 can a sun wheel 106 , a planet carrier 108 and a ring gear 110 include. A drive coupling 112 may be configured to engage the shaft S4 to the output of the motor 24b to connect with the sun gear 106. A creep clutch 114 may be formed both with the planet carrier 108 as well as the ring gear 110 to engage, causing the planet carrier 108 and the ring gear 110 potentially be locked together. A reverse brake 116 can be designed with the ring gear 110 to get in touch. In certain configurations, accordingly, the reverse brake 116 used to calculate the output power of the planetary gear set 98 relative to the output power of the engine 24b reverse.

The planetary gear set 98 may include an output connected to an input of the dual planetary gear set 100 directly connected (eg directly interlocked or in one piece with it). For example, as in 5 shown, the planet carrier can 108 an output component for the planetary gear set 98 be and directly with a planet carrier 122 of the double planetary gear set 100 be toothed (ie via gears 118 and 120 ). Further, in certain configurations, this input may be in the wheelset 100 directly with another component of the wheelset 100 rotate. For example, the planet carrier 122 as a one-piece component with the ring gear 124 be formed so that both components rotate in unison.

The motor 104 may provide an additional input to the dual planetary gear set 100. For example, the engine 104 via the shaft S5 an input power to both sun gears 126 and 128 deliver. The double planetary gear set 100 For example, a ring gear 130 and a planet carrier 134 include.

In this configuration, similar to the above description with respect to the embodiment in FIG 3 , different couplings and can Brakes that the MIVT 26b are assigned to different modes of operation for the vehicle 20 switch. If, for example, the drive coupling 112 solved, no energy from the working engine 24b to the planetary gear set 98 or the dual planetary gear set 100 be transmitted. Further, with the engaged creep clutch 114 and the engaged reverse brake 116 the gear 118 be locked. Accordingly, the engagement of the creeper can 114 and the reverse brake 116 a rotation of both the ring gear 124 as well as the planet carrier 122 prevent (although the planet gears 132 continue around the carrier 122 can turn). Even if the motor 24b can be in operation, in this way the double planetary gear set 100 only power from the engine 104 to a driven gear 140 transmit (eg in either forward or reverse creep mode).

In certain embodiments, additional power transmission components may be provided to facilitate various types of vehicle operations and modes. For example, a lower clutch 136 and an upper coupling 138 be included within the double planetary gear set 100, wherein the upper clutch 138 is designed, both with the ring gear 130 and the output gear 140 to engage, and the lower coupling 136 is designed, both with the planet carrier 134 as well as the output gear 140 to engage. Accordingly, in the creep mode or in other modes, the clutches 136 and 138 be selectively activated to the effective overall gear ratio of the two planetary gear sets 98 and 100 adjust.

In certain embodiments, a gear transmission 142 between the double planetary gear set 100 and other parts of the vehicle 20 (eg, a differential drive shaft) and include various gears (eg, range gears). In certain embodiments, the in 5 illustrated configuration a transition between fixed gear ratios within the gear transmission 142 (and in the context of the hydraulic machine 102 . 104 provided infinitely variable transmission ratio), without necessarily changing the direction of rotation for the motor 104. For example, the vehicle 20 Start the engine at a speed of zero, with the engine 24b is separated from the clutch (by means of the clutch 112) and wherein the clutch 114 and the brake 116 are indented. The motor 104 Accordingly, the only power to the output gear 140 (and the gear transmission 142 ) deliver. The motor 104 can be started in the positive direction (for a creep mode in the positive direction) or in the negative direction (for a creep mode in the negative direction). For example, assuming an initial positive direction of movement, the rotation of the motor may be 104 (and thereby the shaft S5) accelerate in the positive direction, which causes the sun gears 126 . 128 accelerate. Initially, for example, the lower coupling 136 be engaged, reducing power from the sun gear 128 over the planet carrier 134 to the output gear 140 is transferred. Inside the gearbox 142 For example, a first low-range gear may be engaged, thereby reducing the power transmission path from the engine 104 to other parts of the vehicle 20 (eg, a differential drive shaft) is completed.

At a certain speed of the engine 104 , depending on the particular associated gear ratios, the ring gear can 110 tend to be relatively stationary, even if the brake 116 not indented. As noted above, this may provide a useful point at which to switch between modes (eg, creep mode and power split mode) or different gears (eg, gear ranges within gear transmission 142). Continuing the above example, accordingly, as soon as the engine 104 has accelerated through the creep mode to such a speed coincident point (or at various other times), the reverse brake 116 be solved and the drive clutch 112 can be engaged. This can be a mechanical power path from the engine 24b to the dual planetary gear set 100 provide. At the same time (or almost simultaneously), the lower clutch 136 also be disengaged and the upper clutch 138 can be indented. Due to the in 5 however, at this point it may not be necessary to know the direction of rotation of the motor 104 reverse to a forward acceleration of the vehicle 20 continue (as for example for the in 3 shown configuration may be the case). In certain embodiments, after engagement of the clutch 112 (ie entering a power split mode) the speed of the motor 104 simply be slowed down from the speed at the time of the transition, taking the vehicle 20 is accelerated accordingly.

With reference to 6 For example, a graph presents the relationship between vehicle speed (in kilometers per hour) and the speed of the engine 104 (in revolutions per minute) for the configuration of the MIVT 26b in 5 , Various curves are used for the operation of the vehicle 20 shown, with different gears (eg, range gears) within the gear transmission 142 are inserted. It is understood that in 6 represented sizes are to be regarded as examples only.

The line 150 For example, the operation of the vehicle 20 in a creep mode (eg only with hydrostatic energy). It will be appreciated that at zero engine speed, the vehicle speed may be zero, with the non-zero engine speed being directly proportional to the vehicle speed. In creep mode (eg with engaged brake 116 and coupled crawler clutch 114, disengaged drive clutch 112 and an engaged A-range gear (not shown) in the gear transmission 142 ) can accelerate the vehicle to a transition point. In certain embodiments, this may be a point at which, based on engine speed and relevant gear ratios, the ring gear 110 can be relatively stationary, even without intervention of the brake 116 , At this (or another) transition point, the brake can 116 solved and the clutch 112 be engaged, whereby the vehicle is switched to the branched drive mode. The motor 104 can then begin along the line 152 slowing down, with the vehicle speed (now both from the engine 104 as well as the engine 24b driven) increases, even while the speed of the motor 104 the direction changes (ie changes from the positive rotation to the negative rotation).

Continuing the vehicle may be from the previous A range gear in the gearbox 142 to a higher B-range gear (not shown). To speed up the vehicle 20 In turn, it may be appropriate to the directional acceleration of the rotation of the motor 104 switch (but not immediately the direction of rotation of the motor 104 ) and a suitable range gear (with or without switching the clutches 136 and 138 ). The motor 104 can then along a line 154 speed up, taking the vehicle 20 is accelerated accordingly.

With reference to 7 will be another example of a MIVT 26c presents. As in 7 shown can be an internal combustion engine 24c mechanical power to an electric generator 172 supply the electrical power to an electric motor 174 via a power cable 176 can deliver. The motor 174 can (for example via a direct gearing) the rotation of a sun gear 182 a double planetary gear set 178 drive. The wheelset 178 may also be configured mechanical power via the shaft S7 from the engine 24c to obtain, with a drive clutch 196 is formed, both with the shaft S7 and with another sun gear 180 to get in touch. A planet carrier 184 , the planet wheels 192 includes, can directly with a ring gear 190 be connected (for example, be integral with this), which itself may be designed, power from the sun gear 182 over a planet carrier 186 to recieve. A ring gear 188 can with the planet wheels 192 engage. Furthermore, the planet carrier 186 an output component of a gear set 178 form and can, for example, directly with an input component of a gear transmission 202 be connected (eg, integrally formed with it).

As with other embodiments discussed herein, a number of clutches and brakes within the MIVT 26c (eg as in 7 shown) allow a useful transition between different modes of operation, including a creep mode only from the engine 174 is powered, and a power split mode, both from the engine 174 as well as from the engine 24c is supplied with power. For example, the clutch 196 with the wave S7 and the sun wheel 180 Engage to get power from the engine 24c on the double planetary gear set 178 transferred to. Likewise, a clutch 198 both with the ring gear 188 as well as with the planet carrier 184 engaged to lock these components together. Finally, a reversing brake 200 with the ring gear 188 engage to stop rotation of this gear.

In this regard, it is clear that the clutch 198 , the brake 200 and the clutch 196 can be selectively engaged (and released) to provide different modes of operation. For example, if the clutch 196 disengaged and both the clutch 198 as well as the reverse brake 200 are engaged, the vehicle 20 only with the power of the engine 174 are driven. Likewise, other modes of operation with different other interpretations (eg, different combinations in which two of the clutch 198 , Brake 200 and clutch 196 are brought into engagement) may be possible.

With reference to 8th For example, a graph will be drawn on the relationship between vehicle wheel speed (in kilometers per hour) and the speed of the engine 174 (in revolutions per minute) for the configuration of the MIVT 26c in 7 shown. Various curves are shown for the operation of the vehicle 20, with various gears (eg, range gears) within the gearbox 202 are inserted. It is understood that in 8th represented sizes are to be regarded as examples only.

The line 212 For example, the operation of the vehicle 20 in a creep mode (eg, only with electrical energy). It It will be appreciated that at zero engine speed, the vehicle speed may be zero, with the non-zero engine speed being proportional to vehicle speed. In creep mode (eg with engaged reverse brake 200 , coupled clutch 198 , disengaged drive clutch 196 and an engaged A-range gear (not shown) in the gear transmission 202 ) can the vehicle 20 accelerate to a transition point. For example, the vehicle 20 accelerate to a point at which, based on the engine speed and relevant gear ratios, the ring gear 188 can be relatively stationary, even without intervention of the brake 200 ). At this (or another) point, the clutch can 198 disengaged and the clutch 196 be engaged, whereby the vehicle is switched to the branched drive mode. At this time (or near this time) the engine can 174 then reverse its direction of rotation and so off the line 212 switch to the 214. The vehicle 20 can then continue to accelerate (now from both the engine 174 as well as the engine 24c driven), wherein the vehicle speed increases, even while the speed of the engine 174 the direction changes (eg from the negative rotation to the positive rotation). For example, similar circuits may also be effected in a B-domain (not shown) from the A-domain (not shown) by the motor 174 from the line 214 to a line 216 is transferred etc.

In certain embodiments, including with respect to various transmission configurations set forth above, it may be useful to provide a powertrain arrangement having the capability of energy storage and delivery ("ESD") to power vehicle systems, in addition to (or as an alternative to) a conventional one Engine. For example, it may be related to vehicle 20 be useful, one or more electrical, hydraulic or other energy storage devices as part of a drive train 22 (or in conjunction with the powertrain 22 ). Energy from the engine 24 may be received for storage in these devices (eg, power which is in mechanical form from the engine 24 delivered and then converted into non-mechanical forms for storage). The energy may then be released from storage for delivery to various vehicle components (eg, a transmission or other powertrain arrangement).

In certain embodiments of the disclosed powertrain arrangement, an ESD system may be used to mitigate adverse effects of transient performance issues on the vehicle 20 to reduce. A transient power loss may include incidents involving those of the engine 24 provided power (at least in the existing operating condition of the engine 24 ) may be insufficient for one or more ongoing (or requested) operations. For example, a transient power loss may occur when a powered operation is requested by an operator, but the available (ie, excess) power from the engine 24 (at least under current operating conditions) is insufficient to complete the process without deleterious effects (eg, without reducing the power supply to other vehicle systems). For example, if the engine 24 Actively driving various vehicle systems (eg, a drive wheel set), an operator may request a workload that is additional to that of the engine 24 currently available. In certain embodiments, an ESD system may be used to supplement (or replace) the available engine power for such a process while avoiding various problems (eg, power delays, inefficient engine operation, vehicle jerking 20 and so on).

A transient power loss can occur, for example, when an engine is not providing power to the relevant powertrain. In certain embodiments, an ESD system may be used to power various vehicle systems when an engine is in an off state or otherwise does not operate.

In certain embodiments, a component of an IVP (eg, a power generator or a hydraulic pump) may be configured to provide mechanical power from the engine 24 and convert the power into another form (eg electrical power or hydraulic pressure / flow). A portion of the converted power may be passed to an energy storage device (eg, a battery or memory) for storage. As needed (ie, during a certain transient power loss), stored energy may then be released from the energy storage device to a component of the IVP (eg, an electric motor or a hydraulic motor) for conversion back to mechanical power. This mechanical power can then be generated by the vehicle 20 be directed according to demand. For example, an MIVT may be configured to receive power from the IVP to power the engine 24 to supplement directly obtained mechanical power.

In certain applications, an ESD system may be used in the disclosed powertrain arrangement to provide seamless switching. During certain gear changes of a transmission of the vehicle 20 (For example, during the transition from a first range or gear of a multi-stage transmission to a second range or gear of the multi-stage transmission) more power may be requested at the input of the transmission than from the engine 24 available (ie, a transient power loss may occur). For example, slip may occur in one or more clutches of the transmission while the transmission begins to take over a load after the shift (eg, an increased load). This slip may result in power consumption within the transmission itself (eg due to energy loss while the clutch is slipping), even while power is being transmitted through the transmission to the clutch output.

As such, the power required at the transmission input may be significantly higher than the available power at the transmission output.

Due to this loss of performance (or other factors), there may be various harmful incidents relating to the engine 24 , transmission and other vehicle systems. For example, the speed of the engine 24 due to the excess power demand at the transmission input, temporarily "drooping" or other power drops thereof occur, causing an operator to delay the vehicle 20 (or the engine 24 ). The transmission may also perform a non-optimal shift, which may be caused by an operator jerking, stuttering or even stalling the vehicle 20 can be perceived.

Seamless switching, as provided by an ESD system, can help resolve these (and other) problems. For example, during stationary (or other) operation of the vehicle 20 a part of the power of the engine 24 for storage (eg as stored electrical, hydraulic, kinetic or other energy) to the ESD system (eg by means of an IVP). During a shift, if necessary, the ESD system may then direct a portion of the stored energy to the relevant transmission (eg, via the IVP) to provide power directly from the engine 24 is to be supplemented. In this way, power delivery from the ESD system may allow for relatively seamless shifts, even though a shift event will cause a power request on a transmission that will affect the (actual) output power of the engine 24 exceeds. This may be useful, for example, to avoid the need to increase engine speed during shifting. Further, the use of an ESD system for seamless shifting can reduce the need for complex gearbox designs (and operating levers) that would otherwise be necessary to provide seamless shifting in various gearshifts.

An ESD system can provide several other benefits in addition to (or as an alternative to) seamless switching. In certain embodiments, an ESD system may be used for load balancing with increasing power requirements during operations other than shifts (at least in part) with stored energy from the ESD system rather than increased engine output 24 can be operated. In certain applications, this may be the engine 24 allow for a relatively constant load and relatively constant speed during a wide range of vehicle operations 20 to operate, resulting in more efficient use of an existing configuration of the engine 24 can lead. Likewise, an ESD system can be used to control the operation of the vehicle 20 (or a subsystem of the same) to provide power without any continuous power supply by the engine 24 , For example, in a "pure" electrical (or hydraulic) mode, in which the engine 24 possibly no power for the operation of the vehicle 20 provides an ESD system can provide the operation of different vehicle systems using previously stored energy.

In certain embodiments, an ESD system may be in an IVP of the vehicle 20 includes or otherwise has an interface with it. For example, an IVP of the vehicle 20 include a first IVP engine configured as a power generator or hydraulic pump configured to receive mechanical power from the engine 24 receive and convert the power into electrical or hydraulic (or other) form. A battery or memory (or other energy storage device) may communicatively communicate with the first IVP engine such that a portion (ie, a proportion or all) of the converted power may be directed into the battery or memory for storage. A second IVP engine (eg, an electric motor or a hydraulic motor) may be configured to receive power from the battery or memory (or directly from the first IVP engine) and the power received to downstream power Components of the vehicle powertrain 22 convert.

An ESD system can be controlled in several ways. In certain embodiments, the routing of power to and from the ESD system may be regulated through the use of a controller configured as a computing device of various types (eg, a processor and memory architecture, a programmable electronic circuit, and so on ). For example, in certain embodiments, the operation of an ESD system (as part of the disclosed powertrain arrangement) by the TCU 36 or be regulated by another controller (not shown). An ESD system may be controlled based on various inputs, including inputs from speed sensors (not shown) for the engine or other vehicle components, inputs from sensors (not shown) related to the shifts, vehicle power consumption or demand, or inputs from various other devices ( Not shown).

With reference to 9 An example powertrain arrangement including an ESD system is illustrated. The powertrain off 9 is designed mechanical power of an internal combustion engine 24d to be transmitted to various vehicle components and systems. As shown, mechanical power is provided by the engine 24d along a shaft S8 onto a planetary gear set 48d and a dual planetary gear set 50d transferred, as well as to a power generator 230 , (It is understood that in other configurations a different IVP machine is used instead of or in addition to the generator 230 can be used.) The generator 230 is in electrical connection with a battery 234 (or other storage device for electrical energy) and with an electric motor 232 , Together, the generator can 230 and the engine 232 as an IVP 28d be viewed in conjunction with an ESD system 228 that stands the battery 234 (or, as needed, batteries 234) as well as many other various components (not shown) including various power electronics, controllers, and so on.

The planetary gear set 48d and the double planetary gear set 50d as well as the IVP 28d are designed in a similar way to the planetary gear set 48 , Double planetary gear set 50 and IVP 28a out 3 to work (as described in detail above) to a MIVT 26d with similar functionality as the MIVT 26a equip. The MIVT 26d however, may have different differences. For example, you can in 9 see that a shaft S16 is formed, power from the shaft S8 via the drive gear for the generator 230 to receive the rotation of an auxiliary drive pulley 250 drive. Similarly, a shaft S10, which is a gear 44d the shaft S8 is driven (which also power to the generator 230 supply power to the pump for the transmission control, the exhaust pump and other pumps.

During operation, power may be from the engine 24d in different ways through the MIVT 26d to a gear transmission 84d be routed (eg designed as a controllable transmission housing) to provide a continuous multimode power transmission to various vehicle systems. As shown, for example, an output gear 82d of the double planetary gear set 50d formed, with drive gears 236 and 238 of the gear transmission 84d to be engaged. By the selective operation of the couplings 252 can the output gear 82d accordingly, the rotation drive each one of the transmission shafts S11 and S13. A targeted control of various other couplings 254 Can be used to drive the gear 84d between different areas 240 , 242, 244, 246 and 248, respectively the areas A to E of the gear transmission 84d can switch. In this way can power from the engine 24 as well as from the engine 232 are directed to the differential drive shaft S12a. As shown, a brake can 256 and a clutch 258 be controlled to power from the gearbox 84d to lead to a drive shaft S12b for a mechanical front-wheel drive. (It is understood that the illustrated configuration of the various gears of the gear transmission 84d only as an example. An ESD system can also work with other gearbox configurations 84d be used.)

Other devices and functionality may also be provided. For example, you can see that the gear 44d the shaft S8 is formed, an intermediate gear 68d to rotate on the shaft S12a and the generator 230 Provide power. The gear 68d in turn, rotation of a PTO shaft S14 may drive and, in certain configurations, a forward PTO shaft S15.

As controlled by a suitable controller (not shown), part of the generator may be connected to the generator 230 received power, after it has been converted into an electrical form, to the ESD 228 for storage in the battery 234 to get redirected. In certain applications, power may be from the generator 230 to the battery 234 be routed continuously as long as the engine 24d is running and the battery 234 is not fully charged. In certain applications, power may be from the generator 230 more selective to the battery 234 be directed. For example, in certain control strategies, power may be from the generator 230 to the battery 234 only if it has been determined (eg by means of various engine or other sensors (not shown)) that the engine is being routed 24d excess power in relation to the current performance requirements of vehicle operation.

As needed, energy can be taken out of the battery 234 be released to the operation of the engine 232 to supply. As above with respect to the engine 42 out 3 described, the power of the engine 232 then be forwarded to the Double planetary gear 50d to the power of the engine 24d to supplement (or replace). This can be useful, for example, to ensure that the various systems and devices of the vehicle 20 Enough power is provided, even if the engine 24d is maintained at an optimal and relatively constant operating speed.

In certain applications, power may be from the battery 234 by means of the engine 232 be used for seamless switching operations. For example, during (or before or after) a shift from A-range gear 240 to B-range gear 242, a relevant controller may detect that there may be additional power in the gearbox 84d is needed to enable seamless shifting and, in some embodiments, to avoid the need to increase engine speed or power. Accordingly, power for the A-to-B shift (and other shifts) may be removed from the battery 234 to the engine 232 be released, so the engine 232 the gearbox 84d can provide additional power (ie by means of the double planetary gear set 50d ).

Seamless switching, as described in the example above, can be implemented based on various factors. In certain applications, for example, a signal from the TCU 36 (or other device) indicate that a circuit between gears of the gear transmission 84d imminent (or taking place or recently held). If it is recognized that such a switching operation results in (or is expected to result in) a transient power loss, then power may be dissipated from the ESD 228 be conducted accordingly. In certain applications, engine sensors, speed sensors, or other sensors (not shown) may show signs of power loss at the gearbox 84d (eg due to clutch slippage in gear transmission) 84d during a shift). Passing power from the ESD 228 to the gear transmission 84d can then be implemented accordingly.

In certain applications, power may be from the battery 234 used for other operations. For example, when operations of the engine 24d not possible or practicable (eg during operation of the vehicle 20 within a closed space) so can energy from the battery 234 used to purely electrical operations of the vehicle 20 implement. In certain applications, a purely electrical operation may be automatically implemented (eg, upon receipt of a drive or other command when the vehicle is on, but the engine 24d is over). In certain applications, a purely electrical operation may be implemented based on other factors (eg, based on an operator operating a particular switch, knob, or lever).

Another example: If the use of a specific vehicle equipment, the vehicle 20 can expose extra power requirements to energy from the battery 234 be used to ensure that sufficient power is available to this accessory without affecting the operation of other vehicle systems (eg, the vehicle drive wheels) or a significant increase in engine speed. For example, when a mechanical tool (eg, a baler, a planter, a soil conditioner, a share, etc.) is driven by the PTO shaft S14 or a hydraulic tool (eg, a loader bucket, dump truck, excavator arm, soil conditioner and so forth) with the power of the front PTO shaft S15 or other shaft (ie, as converted by a suitable hydraulic pump (not shown)), the drivetrain of the vehicle 20 be subjected to increased performance requirements. Accordingly, in certain embodiments, during operation of such a tool, energy may be removed from the battery 234 , from the engine 232 converted into mechanical energy, used to power the engine 24d to supplement (or replace) the relevant tool (or other vehicle systems).

In certain applications may be power from the battery 234 be automatically used as soon as a vehicle tool (or other vehicle tool of a particular configuration) is operated. In certain applications, power may be from the battery 234 be used more selectively. For example, engine sensors, speed sensors, or other sensors (not shown) may detect indicators of power shortage due to tool operation, and power may be correspondingly from the battery 234 be obtained.

With reference also to 10 is another example MIVT 26e similar to the MIVT 25c out 7 educated. An internal combustion engine 24e represents via a shaft S17 a double planetary gear set 178e and a power generator 172e (or another IVP machine) that is in an IVP 28e Included are mechanical power. The generator 172e converts the mechanical power from the engine 24e into electrical power, which is connected to an electric motor 174e is directed. The motor 174e then converts the electrical power into mechanical power, which also to the dual planetary gear set 178e is directed. In this way, the MIVT 26e about the double planetary gear 178e used to power the engine 24e and the IVP 28e combine to a gearbox 202e to supply with infinitely adjustable power.

In the illustrated embodiment is the generator 172e in electrical connection with a battery 260 (or other storage device for electrical energy) and a motor 174e , In this way can mechanical energy from the engine 24e as electrical energy in the battery 260 be stored and as needed via the engine 174e be released to power the twin planetary 178e. How detailed with regards to the configuration 9 can be described, energy from the battery 260 used to provide seamless shifting to the vehicle 20 operate in a purely electrical mode to operate a tool of the vehicle 20 to power (or to power other vehicle systems during the operation of such a tool) and so on.

It is understood that various memory devices of an ESD system (eg, the batteries 234 and 260 ) Energy from other sources besides the relevant engine (eg the engines 24d and 24e ) can receive and save. For example, in certain applications, regenerative systems (eg, systems for absorbing energy from braking events) may be configured to route power to an ESD system for later use (eg, for seamless switching, pure electrical operation, and so on) or they can be part of an ESD system. It will also be understood that an ESD system may be used with other powertrains and transmissions (including MIVT) than those expressly set forth. For example, in certain embodiments, an ESD system (not shown) may be used in conjunction with that described in U.S. Pat 5 shown drive train via a hydraulic accumulator 264 (please refer 5 , Hydraulic lines not shown) or in conjunction with various other powertrain configurations (not shown).

Various other operations (and others) described above may be implemented as part of a transient power management ("TPEM") management. Regarding 11 For example, a TPEM method can be used 300 for a vehicle 20 through various controls (eg the TCU 36 ) or other devices.

The TPEM method 300 can the recognition 302 of a transient drop in performance. For example, control over an engine speed sensor, various speed sensors, other sensors, or devices may identify 302 that a current (or upcoming) operating condition of the relevant vehicle has led to (or is likely to result in) a power deficit. For example, a switching operation 304 (eg a recent, recent or upcoming shift 304 ) may be identified during which a transmission may request more power from an engine (eg, due to clutch slip) than is possibly available from the engine (at least in the current operating state). For example, due to clutch slip during a shift, more power may be requested from the engine at the input of a transmission than is available from the engine at the current speed. Likewise, work process 306 a tool (eg a current or upcoming job 306 the tool) may be identified during which the power requirements of the tool (eg, in combination with other power requirements for other vehicle systems) may exceed the available power of the engine. In certain applications, the identification may be 302 a transient performance incident identifying 302 operation of the vehicle (or a subsystem thereof) while the engine is in an off (or otherwise de-energized) condition 308 is. For example, a drive operation or the operation of a vehicle tool (eg, a current or upcoming drive or tool operation) may be identified 302 while the engine is in an off state 308 is.

The procedure 300 can continue to induce 320 an energy storage device (which may be part of a larger ESD system, for example) to supply stored energy to a component of an IVP (eg, an IVP machine). For example, the procedure 300 be used to cause 320 that an electric motor is supplied with power from a battery to cause 320 that a hydraulic motor is supplied with power from a hydraulic accumulator, and so on. (For certain applications, it is understood that the procedure 300 that causes 322 energy to be stored in the IVP. In certain applications, energy in the IVP can be stored in other ways.)

The procedure 300 can then provide 330 of power from the component of the IVP (eg from an IVP machine) for a transmission. For example, the procedure 300 providing 330 power from an electric or hydraulic motor for a MIVT of various configurations, for a transmission with fixed gear ratios, or for other transmissions included in the relevant powertrain.

In certain applications, the procedure may 300 continue to include providing 340 power to the transmission by the engine. For example, if the engine is not in an off state 308 For example, an MIVT (or other device) may be used to sum the power received from the engine and the IVP, respectively, so that power from both the engine and the IVP may be provided 330, 340 to the relevant transmission.

With reference to 12 - 16 The present disclosure will be explained according to additional embodiments. It should be noted that the schematic representations of the in 12 . 14 . 15 and 16 shown drive trains illustrate exemplary applications in a simplified form for the sake of clarity and so can not show all the components that are associated with the drive train shown.

As will be explained, the powertrain of the present disclosure provides a multimode continuously variable transmission (IVT). The IVT provides branched power transmission that combines the power of one engine and at least one infinitely variable power machine (IVP machine). For example, the powertrain may include a motor, a first electric machine, and a second electric machine.

As mentioned above, it may be useful to facilitate a zero power mode for a vehicle (or other machine) in which the output speed of the vehicle wheels (or other engine output) reaches zero speed without stopping the engine or to deliver a torque to the wheels. In this way, for example, vehicle performance may be used to keep a vehicle stationary. Such a condition can be achieved, for example, with a planetary gear set. For example, if a motor rotates a sun gear at a first positive speed, and an IVP engine (eg, a generator-driven electric motor) is commanded to rotate a ring gear at an equivalent negative speed, an associated planetary carrier (the for example, can be connected to a differential drive shaft) do not turn at all. Further, if the IVP outputs output rotation at a slightly different (and opposite) speed than the engine, the vehicle may enter a "creep" mode in which the vehicle is moving very slowly but with high wheel torque. The zero power and creep modes are particularly useful for heavy duty vehicles, such as the 1 shown tractor used in the agriculture, construction and forestry industries. As the wheel speed increases, the vehicle may ultimately enter a normal drive mode (ie, a "field mode").

As will be explained, in at least one mode of the IVT of the present disclosure, a branched power transmission may be provided, wherein the zero power state may be achieved. The branched power transmission may continue as the speed of the vehicle increases from the zero power state to the creep mode (-modi). Further, in at least one mode, the first IVP engine and a second IVP engine may collectively generate power to meet electrical demand. The IVP engines can generate together when the vehicle is in the zero power state and the vehicle speed increases from it to the creep mode (modes). Therefore, the vehicle can be useful in performing various jobs while meeting high electrical requirements of various electrical components.

In addition, the IVT may be implemented in various ways, wherein the above-mentioned branched zero power with shared power generation capability may be an optional feature of a particular IVT.

Accordingly, the IVT can be modular and configurable. In other words, the IVT may have a first configuration (e.g. 12 ) in which the IVT provides branched zero power with common power generation capability and a second configuration (e.g. 14 ), in which the IVT does not provide this capability. Accordingly, the transmission may be configured according to the work to be performed by the vehicle, according to the space restrictions within the vehicle or otherwise.

This in 12 illustrated embodiment will now be explained in detail. As in 12 shown can be a powertrain 22 an engine 502 include, such as an internal combustion engine. The motor 502 can the motor shaft 509 provide mechanical power directly.

The powertrain 22 can additionally use a stepless adjustable power source (IVP source) 501 include, which may include at least one IVP machine. As shown in the illustrated embodiment, the IVP source 501 may be a first IVP engine 504 and a second IVP machine 506 include. In some embodiments, the first IVP engine 504 a first electric machine 503 include and a second IVP machine 506 can a second electric machine 505 include.

The powertrain 22 may further include a multivode continuously variable transmission (MIVT), indicated generally at 515. The MIVT 515 can mechanical power between the engine 502 , the first electric machine 503 and the second electric machine 505 as explained in detail below, transferred. The MIVT 515 can also have an output shaft 507 provide power. Performance can be through the MIVT 515 along different paths, depending on the current transmission mode of the MIVT 515 , The vehicle (eg the tractor in 1 or another work vehicle) may include wheels that are rotatable from the output shaft 507 (eg via one or more differentials) are driven.

As will be explained, the first electric machine 503 switch between a generator mode and a motor mode. In the generator mode, the first electric machine 503 mechanical energy from the MIVT 515 receive and convert them into electrical energy, that of the second electric machine 505 and / or a tool 521 can be supplied. In contrast, the first electric machine 503 In motor mode, convert electrical energy into mechanical energy that is given to the MIVT 515 is supplied.

Likewise, the second electric machine 505 switch between a motor mode and a generator mode. In motor mode, the second electric machine 505 converting electrical energy into mechanical energy supplied to the MIVT 515. In contrast, in the generator mode, the second electric machine 505 may receive mechanical energy from the MIVT 515 receive and convert them into electrical energy, that of the first electric machine 503 and / or the tool 521 can be supplied.

The tool 521 may be a saw, a shovel, a spoon or other device. In some embodiments, the tool may 521 with electrical energy, at least partially from the IVP 501 was supplied, are supplied. The tool 521 may also be mounted on or separated from the vehicle and attached to the vehicle, at least with power cables.

The MIVT 515 can be a first planetary gear set 508 include. The first planetary gear set 508 may be a dual planetary gearset that includes multiple transmission components. For example, the dual planetary gear set may be a first sun gear 510 , a first ring gear 512 , several first planet gears 514 with an associated carrier 525 include a second sun gear 516 , a second ring gear 518 and several second planet gears 520 with an associated carrier 527 , In some embodiments, the first sun gear 510 , the first ring gear 512 and the first planet wheels 514 together a so-called "LO gear set" of the first planetary gear set 508 form, and the second sun 516 , second ring gear 518 and second planet gears 520 Together, a so-called "HI gear set" of the first planetary gear set 508 form. Also, in some embodiments, the second ring gear 518 directly rotatable with the carrier 525 the first planetary gears 514 be engaged.

The MIVT 515 In addition, a second planetary gear set 522 include. The second planetary gear set 522 may be a simple planetary gearset that includes multiple transmission components. For example, the simple planetary gear set may be a sun gear 524 , a ring gear 526 and several planet gears 528 with an associated carrier 529 include.

As will be explained, in at least one mode of the MIVT 515 the power and torque output of the first planetary gear set 508 in the second planetary gear set 522 be entered and the second planetary gear set 522 In turn, power and / or torque can be applied to the output shaft 507 of the vehicle. In some embodiments, the powertrain 22 provide zero power and / or creep modes in this manner.

The MVIT 515 may include multiple transmission components (eg gears, shafts, etc.) that are interconnected to provide mechanical power through the MIVT 515 transferred to. These components can be designed to provide power between the engine 502 , the first electric machine 503 , the second electric machine 505 and finally to the output shaft 507 transferred to. One or more of these transmission components may define a "transmission branch". In some embodiments, a first transmission branch may provide power between the engine 502 and the first planetary gear set 508 transfer. Similarly, in some embodiments, a second transmission branch may power between the first planetary gear set 508 and the second planetary gear set 522 transfer. Further, in some embodiments, a third transmission branch may power between the second planetary gear set 522 and the output shaft 507 and so on, as explained in detail below.

One or more transmission branches of the MIVT 515 may comprise a series of interconnected and / or meshing gears. The gears may be spur gears, bevel gears or other gears. Also For example, two gears within a particular transmission branch may engage one another (eg, with parallel but spaced rotation axes). Further, two gears within a particular transmission branch may be rotatably engaged with each other and interconnected by a shaft (s) (eg, with one or more shafts coaxial with the two gears in question).

In some embodiments, two shafts within a particular transmission branch may be rotatably engaged with each other or may be selectively disengaged. For example, a clutch may be included in the transmission branch and disposed between the two shafts. In an engaged position, the two shafts may be rotatably engaged with each other. In a disengaged position, the two shafts may be disengaged for independent rotation.

As in 12 shown, the MIVT 515 several couplings 569 include. In some embodiments, the plurality of couplings 569 of the MIVT 515 a first clutch 570 , a second clutch 572 , a third clutch 574 , a fourth clutch 576 , a fifth clutch 578 , a sixth clutch 580 and a seventh clutch 582 include. Each of these couplings 569 can operate independently and can alternate between an engaged position (ie, engaged position, engaged position, etc.) and a disengaged position (ie, disengaged position, off position, etc.). In some embodiments, the couplings are 569 operatively connected to respective transmission branches.

Various transmission branches of the MIVT 515 can power at a given time depending on the mode of the MIVT 515 transfer. For each transmission mode, a predetermined portion of the plurality of clutches 570 . 572 . 574 , 576, 578, 580, 582, while the others can be disengaged. Different parts of the couplings 570 . 572 . 574 . 576 . 578 . 580 . 582 can be engaged in different modes. This allows power to be routed through the MIVT 515 in a variety of ways to meet the vehicle's mechanical and electrical requirements.

The different transmission modes of the MIVT 515 will now be explained. 13 shows these various transmission modes according to an embodiment of the present disclosure. Specifically shows 13 the relationship between the wheel speed of the vehicle (X-axis) and the speed of the second electric machine 505 (Y-axis). In some embodiments, the MIVT 515 provide a first mode (in 13 through the line 584 shown), a second mode (represented by the line 586 ), a third mode (represented by the line 588 ), a fourth mode (represented by the line 590 ), a fifth mode (represented by the line 592 ), and a sixth mode (represented by the line 594 ). These modes may represent forward modes of the vehicle with the vehicle moving forward from a stationary position. The MIVT 515 may also include additional modes, such as at least one reverse mode, with the vehicle moving in the opposite, rearward direction from the stationary position.

In the first mode of the MIVT 515 can the first clutch 570 , the fourth clutch 576 and the fifth clutch 578 be in the engaged position and the other clutches 572 . 574 . 580 . 582 can be in the disengaged position. Therefore, power (ie, engine power) may flow through a first transmission branch from the engine shaft 509 on the carrier 527 the second planetary gears 520 of the first planetary gear set 508 be transmitted. Specifically, power can pass through this first transfer branch from the motor shaft 509 through the first clutch 570 and through the fourth clutch 576 on a gear 536 be transmitted. The gear 536 engages with a gear 540 attached to the carrier 527 the second planetary gears 520 is attached. This first transmission branch may, in some embodiments, be a one-way power path from the motor shaft 509 on the second planet wheels 520 be.

Additionally, in the first mode of the MIVT 515 a second transfer branch between the first electric machine 503 and the motor shaft 509 for power transmission (ie, IVP power transmission). The second transmission branch may be a gear 546 include, rotatably with a shaft of the first electric machine 503 engaged. The gear 546 can with a gear 548 engaged on opposite ends of a coaxial shaft with a gear 550 is stored. The gear 550 can with a gear 530 engage. The second power branch may be a two-way power path between the first electric machine 503 and the motor shaft 509 be. In other words: the first electric machine 503 can either: (a) work in generator mode, taking power from the gear 546 receives and converts them into electrical energy to the tool 521 to supply, the second electric machine 505 or other; or (b) operate in motor mode, with power to the gear 546 and finally back to the first power branch explained above. The direction of power transmission through this transmission branch can be controlled, for example, by the first electric machine 503 be controlled in some of the embodiments (ie, by the speed and direction of rotation of the gear 546 to be controlled).

Also in this first mode of the MIVT 515 may be a second transmission branch between the second sun gear 516 and the second electric machine 505 for power transmission (ie, IVP power transmission) to be defined therebetween. In particular, power may be in both directions between the second sun gear 516 and the second electric machine 505 over a gear 554 and a gear 552 be transferred, which are engaged with each other. As in 12 shown, stands the gear 554 rotatable with the second sun gear 516 engaged and the gear 552 is rotatable with the second electric machine 505 engaged. The third transmission branch may be a two-way power path between the second sun gear 516 and the second electric machine 505 be, meaning that the second electric machine 505 either: (a) can operate in motor mode and the second sun gear 516 can provide power; or (b) can operate in generator mode, receiving mechanical power and converting it into electrical power, then the first electric machine 503 , the tool 521 or another electrical power consumer can be supplied. The direction of the power transmission through this transmission branch can be controlled, for example by the second electric machine 505 controlled in some embodiments (ie, by the speed and direction of rotation of the gear 552 to be controlled).

In addition, a fourth transmission branch between the second ring gear 518 and the sun gear 524 of the second planetary gear set 522 be defined. In particular, power (ie, combined power) may be from the second ring gear 518 over the first planet wheels 514 on a gear 556 be transferred with a gear 557 engaged with a gear 558 stands in engagement with a gear 560 stands. The gear 560 can be rotatable with the sun gear 524 of the second planetary gear set 522 engage. This fourth transmission branch may be a one-way power path from the second ring gear 518 and the sun wheel 524 be.

A fifth transmission branch in this first transmission mode may be from the ring gear 526 of the second planetary gear set 522 to the motor shaft 509 be defined. In particular, power may pass through the fifth transmission branch from the ring gear 526 to a gear 531 be transmitted, which is rotatable with a ring gear 526 engaged. The gear 531 can with a gear 532 Engage and power can be from a gear 532 back to the motor shaft 509 be transmitted. The gear 532 can be considered as a flywheel. This fifth transmission branch, in some embodiments, may be a one-way power path from the ring gear 526 on the motor shaft 509 be.

In addition, a sixth transmission branch from the planetary gears 528 of the second planetary gear set to the output shaft 507 be defined. In particular, power may be from the planet wheels 528 through the clutch 578 on the gear 542 be transferred to the gear 544. is engaged, which is rotatable with the output shaft 507 engaged. This sixth transmission branch may be a one-way power path from the planetary gears 528 to the output shaft 507 be.

It is understood that in the first transmission mode, both the first planetary gear set 508 as well as the second planetary gear set 522 a branched path for power transmission within the MIVT 515 provide. The first planetary gear set 508 combines input from the engine 502 and input / output of the second electric machine 505 so that the output of the first planetary gear set 508 (ie first combined power) in the second planetary gear set 522 is entered. The second planetary gear set 522 combined input of the first planetary gear set 508 and output to the motor shaft 509 such that the output from the second planetary gear set 522 (ie, second combined power) to the output shaft 507 is issued.

Furthermore, zero power in this first transmission mode of the MIVT 515 be achieved. In particular, the combination on the second planetary gear set 522 Include that sun gear 524 Power from the first planetary gear set 508 receives and the ring gear 526 Power to the motor shaft 509 outputs, causing the carrier 529 of the planet gears 528 remains stationary (ie zero revolutions per minute) while torque is on the output shaft 507 preserved. In addition, as in 13 shown the speed of the second electric machine 505 in the first mode to increase the vehicle wheel speed from the zero power state (ie, creep mode).

In addition, in some embodiments, the first electric machine 503 and the second electric machine 505 together simultaneously in the zero power state and in the creep mode generate power. In the example off 13 For example, the zero power mode may be at the point 596 are shown, in which the gear 552 the second electric machine 505 turning in a first direction. The speed of the vehicle can be increased by the speed of the gear 552 is reduced. In some embodiments, the second electric machine 505 generate power from the zero power mode (point 596 ) to the point where the output speed of the gear 552 is zero (point 598 ). At the same time can also be the first electric machine 503 be in generator mode.

Assuming that the speed of the gear 552 starts to run in the opposite direction and increases from there (from point 598 to the point 600 ), the second electric machine 505 go into the motor mode, so that the second electric machine 505 Power on the gear 552 transfers.

The second transmission mode is off the line 586 in 13 shown according to the embodiments. In the second mode of the MIVT 515 can the first clutch 570 , the third clutch 574 and the fifth clutch 578 be in the engaged position and the other clutches 572 . 576 . 580 . 582 can be in the disengaged position. Therefore, power may be present at a first transmission branch along the motor shaft 509 on the first ring gear 512 of the first planetary gear set 508 be transmitted. Specifically, power can pass through this first transfer branch from the motor shaft 509 through the first clutch 570 and through the third clutch 574 on a gear 534 be transmitted. The gear 534 stands with a gear 538 engaged on the ring gear 512 is attached. This first transmission branch may, in some embodiments, be a one-way power path from the motor shaft 509 on the ring gear 512 be.

In addition, in this second transmission mode, the second transmission branch between the first electric machine 503 and the gear 530 essentially the same as described above.

Furthermore, a third transmission branch between the second electric machine 505 and the first sun gear 510 of the first planetary gear set 508 be defined. In particular, power can be in both directions between the first sun gear 510 and the second electric machine 505 over a gear 552 and gear 554 be transferred, which are engaged with each other. The third transmission branch may be a two-way power path between the first sun gear 510 and the second electric machine 505 be, meaning that the second electric machine 505 either: (a) can work in motor mode and the sun gear 510 can provide power; or (b) can operate in generator mode, receiving mechanical power and converting it into electrical power, then the first electric machine 503 , the tool 521 or another electrical power consumer can be supplied.

In addition, a fourth power branch between the carrier 525 the first planetary gears 514 and the sun wheel 524 of the second planetary gear set 522 be defined. In particular, power may be from the first planetary gears 514 be transferred to a gear 556, which with a gear 557 engaged with a gear 558 stands in engagement with a gear 560 stands. The gear 560 can rotate with the sun gear 524 of the second planetary gear set 522 engage. This fourth transmission branch may be a one-way power path from the second ring gear 518 to the sun wheel 524 be.

In addition, a fifth transmission branch in this second transmission mode of the ring gear 526 of the second planetary gear set 522 to the motor shaft 509 be defined. This fifth transmission branch may be configured as explained above with reference to the first transmission mode.

Also, a sixth transmission branch of the planetary gears 528 of the second planetary gear set to the output shaft 507 be defined. In particular, power may be from the planet wheels 528 through the clutch 578 on the gear 542 be transferred to the gear 544. is engaged, which is rotatable with the output shaft 507 engaged. This sixth transmission branch may be a one-way power path from the planetary gears 528 to the output shaft 507 be.

With reference to 13 For example, the first and second electric machines 503, 505 may generate power together while the MIVT 515 in this second transmission mode. This common generation can take place when the speed of the gear 552 the second electric machine 505 at the point of 602 is represented speed and when the speed of the gear 552 at point 604 reduced to zero. While then the speed of the gear 552 in the opposite direction increases, the second electric machine 505 go into the motor mode.

It is understood that the second electric machine 505 from the zero power mode in the first gear phase through the lower output speed range of the second gear phase (eg, from point 596 to the point 604 in 13 ) can stay in generator mode. In an example sequence, the MIVT 515 be in the zero power mode (at point 596 ) and the MIVT 515 can stay in the first transmission mode while the wheel speed of the MIVT 515 increases. At a point 598 can the second electric machine 505 stay in the generator mode, by the MIVT 515 is switched to the second transmission phase (ie switching to the point 602 ). The MIVT 515 may stay in the second transmission mode while the output speed is increasing. As in 13 Accordingly, there is sufficient overlap between the first transmission mode and the second transmission mode, so that the second electric machine 505 can remain continuously in the generator mode from the first transmission mode to the second transmission mode.

The third transmission mode (ie first field mode) of the MIVT 515 can through the line 588 in 13 be represented. In the third transmission mode, the first clutch 570 , the third clutch 574 and the sixth clutch 580 be in the engaged position and the other clutches 572 . 576 . 578 . 582 can be in the disengaged position. Therefore, power may be a first transfer branch along the motor shaft 509 on the first ring gear 512 of the first planetary gear set 508. Specifically, power can pass through this first transfer branch from the motor shaft 509 through the first clutch 570 and through the third clutch 574 on a gear 534 be transmitted. The gear 534 stands with a gear 538 engaged on the ring gear 512 is attached. This first transmission branch may, in some embodiments, be a one-way power path from the motor shaft 509 on the ring gear 512 be.

In addition, in this third transmission mode, the second transmission branch between the first electric machine 503 and the gear 530 substantially as described above with respect to the first and second transmission modes.

In addition, the third transmission branch between the second electric machine 505 and the first sun gear 510 substantially as described above with respect to the second transmission mode.

Furthermore, the first planetary gear set 508 Power at the first ring gear 512 and the first sun gear 510 Combine and performance from the first planet wheels 514 to the output shaft 507 output. In particular, in this fourth transmission branch power from the first planetary gears 514 through the sixth clutch 580 on a gear 562 be transferred, which is in engagement with a gear 544. The gear 544. can be rotatable with the output shaft 507 engage.

It is understood that power transmission through the MIVT 515 the second planetary gear set 522 in this third gear mode bypasses. In other words, from the first planetary gear set 508 output power is directly to the output shaft 507 transfer.

It is also understood that the second electric machine 505 from point 606 13 up to point 608 can be in generator mode. Assuming that the MIVT 515 is in the second transmission mode, the output speed continues to increase and that the electrical demand is still high enough, the MIVT 515 from the second transmission mode to the third transmission mode (ie, by changing the speed of the gear 552 from point 604 to point 606 in 13 is adjusted).

The fourth transmission mode (ie second field mode) of the MIVT 515 can through the line 590 in 13 be represented. In the fourth transmission mode, the first clutch 570 , the fourth clutch 576 and the sixth clutch 580 be in the engaged position and the other clutches 572 . 574 . 578 . 582 can be in the disengaged position. Therefore, power may be a first transfer branch along the motor shaft 509 on the second planet wheels 520 of the first planetary gear set 508 be transmitted. Specifically, power can pass through this first transfer branch from the motor shaft 509 through the first clutch 570 and through the fourth clutch 576 on the gear 536 be transmitted. The gear 536 is engaged with the gear 540 attached to the carrier 527 the planet wheels 520 is attached. This first transmission branch may, in some embodiments, be a one-way power path from the motor shaft 509 on the second planet wheels 520 be.

In addition, in this fourth transmission mode, the second transmission branch between the first electric machine 503 and the gear 530 substantially as described above with reference to the first, second and third transmission modes.

In addition, the third transmission branch between the second electric machine 505 and the second sun gear 516 substantially as described above with respect to the first transmission mode.

Furthermore, the first planetary gear set 508 Power of the first planet gears 520 and the second sun gear 516 combine and power from the second ring gear 518 to the output shaft 507 output. In particular, in this fourth transmission branch power from the first ring gear 518 through the first planetary gears 514 , through the sixth clutch 580 on the gear 562 and finally on the gear 544. for the rotation of the output shaft 507 be transmitted.

The fifth transmission mode (ie third field mode) of the MIVT 515 can through the line 592 in 13 be represented. In the fifth transmission mode, the first clutch 570 , the third clutch 574 and the seventh clutch 582 be in the engaged position and the other clutches 572 . 576 . 578 . 580 can be in the disengaged position. Therefore, power may be on a first transmission branch along the motor shaft 509 on the first ring gear 512 of the first planetary gear set 508 similar to the first transmission branch defined in the first transmission mode.

In addition, in this fifth transmission mode, the second transmission branch between the first electric machine 503 and the gear 530 substantially as described above with reference to the first, second and third transmission modes.

Further, the third transmission branch between the second electric machine 505 and the first sun gear 510 substantially as described above with reference to the second and third transmission modes.

In addition, the first planetary gear set 508 Power at the first ring gear 512 and the first sun gear 510 combine and performance from the second planet wheels 514 to the output shaft 507 output. In particular, power can be dissipated by the carrier in this fourth transmission branch 525 the first planetary gears 514 on the gear 556 be transferred to the gear 557 for the rotation of the output shaft 507 engaged.

The sixth transmission mode (ie fourth field mode) of the MIVT 515 can through the line 594 in 13 be represented. In the sixth transmission mode, the first clutch 570 , the fourth clutch 576 and the seventh clutch 582 be in the engaged position and the other clutches 572 . 574 . 578 . 580 can be in the disengaged position. Therefore, power may be present at a first transmission branch along the motor shaft 509 on the second planet wheels 520 of the first planetary gear set 508 similar to the first transmission branch defined in the fourth transmission mode.

In addition, in this sixth transmission mode, the second transmission branch between the first electric machine 503 and the gear 530 are substantially similar to those described above with respect to the first, second, third and fourth gear modes.

In addition, the third transmission branch between the second electric machine 505 and the second sun gear 516 substantially as described above with reference to the fourth transmission mode.

Furthermore, the first planetary gear set 508 Power of the second planet gears 520 and the second sun gear 516 combine and power from the second ring gear 518 to the output shaft 507 output. In particular, in this fourth transmission branch power from the first ring gear 518 through the first planetary gears 514 , through the sixth clutch 580 on the gear 562 and finally on the gear 544. for the rotation of the output shaft 507 be transmitted.

The MIVT 515 may also include one or more reverse modes. The reverse modes may be similar to the first, second, third, fourth, fifth and sixth reverse modes described above, except that in each mode the second clutch 572 instead of the first clutch 570 is engaged.

As an example of a first reverse mode, therefore, the second clutch 572, the fourth clutch 576 and the fifth clutch 578 engaged and the other clutches 570 . 574 . 580 . 582 stay disengaged. Therefore, power is from the motor shaft 509 through the second clutch 572 (ie the reverse clutch) on the second planet gears 520 of the first planetary gear set 508 transfer. Specifically, power is from the motor shaft 509 on the gear 530 which meshes with the gear 550, with the gear 568 engaged. This power is provided by the second clutch 572 on the gear 531 transfer that with the gear 532 engaged. This power is provided by the fourth clutch 576 on the gear 536 transfer that with the gear 540 engaged and ultimately on the second planetary gears 520 , The other transmission branches may be as described above with respect to the first transmission mode. Other reverse transmission modes may be similar (ie, similar to those described in detail below except that in each case the second clutch 572 engaged is instead of the first clutch 570).

Regarding 14 become certain module features of the powertrain 22 ' and the MIVT 515 ' explained in detail. The powertrain 22 ' and the MIVT 515 ' out 14 can have a modular configuration that differs from the modular configuration of the in 12 embodied MIVT 515 different.

As shown, the MIVT 515 ' the MIVT 515 out 12 be essentially similar except that on the second planetary gear set 522 out 12 and the associated gears 542 . 558 and 560 and the fifth clutch 578 in the configuration 14 can be waived.

In some embodiments, the MIVT 515 ' the third mode, the fourth mode, the fifth mode and the sixth mode. These modes may correspond to the third, fourth, fifth and sixth modes, respectively, as described above.

The first and second modes (zero power and creep mode) as described above would be the MIVT 515 ' 14 not available. This is because the planetary gear set 508 that of the engine 502 and the second MIVP 501 engine power combined. The combined output power is from the gear 508 directly on the output shaft 507 transfer. This is in contrast to the configuration 12 where the combined output from the first planetary gear set 508 to the second planetary gear set 522 which is the input power between the output shaft 507 and the gear 532 branched.

Therefore, the modular configuration of the MIVT provides 515 ' out 14 not the zero power of the MIVT's combined power generation capability 515 out 12 , However, this capability may not be needed on some vehicles and / or customers. Also, the modular configuration can be off 14 be more compact than that 12 because it contains fewer parts. Therefore, a first work vehicle may be constructed to have the modular configuration 14 and a second work vehicle may be constructed to accommodate the modular configuration 12 contains space constraints within the vehicle and / or other considerations, depending on the type of work to be performed on the vehicle.

Regarding 15 Now additional embodiments of the MIVT 715 explained in accordance with embodiments. The MIVT 715 can the embodiment of the MIVT 515 out 12 be substantially similar in several aspects. Therefore, common features are not explained again. Also be components in 15 that made them look 12 correspond, with the same, by 200 increased reference numbers.

The MIVT 715 may differ from the embodiment of the 12 differ in that the motor shaft 709 substantially coaxial with the central axis of the first planetary gear set 708 can be arranged. In other respects, the MIVT 715 of the embodiment may be 12 be similar to. For example, the MIVT 715 six forward gear modes and at least one reverse gear mode with the same coupling patterns as above with respect to the embodiment 12 explained.

The embodiment of 15 can be designed for work vehicles with certain space limitations and / or a specific design. For example, the embodiment may be made 15 be useful for work vehicles where the engine 702 is relatively low and arranged backwards in the direction of the cabin of the work vehicle. In contrast, the embodiment of 12 be useful for work vehicles where the engines 502 relatively high and are arranged above the front axle.

Regarding 16 Now a second modular configuration of the MIVT 715 'is shown. As shown, the MIVT 715 ' the MIVT 715 out 15 be essentially similar except that on the second planetary gear set 722 out 15 , the associated gears and the fifth clutch 778 in the configuration 14 can be waived. Therefore, the embodiment looks 16 not the zero power of the MIVT's combined power generation capability 715 out 15 in front. However, this capability may not be necessary on some vehicles, as discussed above 14 explained. Also, the MIVT 715 ' out 16 be more compact than the MIVT 715 out 15 , Accordingly, the MIVT 715 ' out 16 be useful in a vehicle with special space restrictions.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the disclosure. The singular forms "one", "one" and "the" used herein are intended to encompass the plural as well, unless the context clearly indicates the opposite. Further, it should be understood that any use of the terms "comprising" and / or "comprising" in this specification specifies the presence of specified features, numbers, steps, operations, elements, and / or components, but the presence or addition of one or more others Features, numbers, steps, operations, items, components, and / or groups thereof are not exclusive.

The description of the present disclosure has been presented for purposes of illustration and description, but is not intended to be exhaustive or limited to the disclosure in the form disclosed. Many variations and modifications will be apparent to one of ordinary skill in the art without departing from the scope and spirit of the disclosure. Embodiments expressly stated herein have been chosen and described in order to best facilitate the principles of the disclosure and its practical application and to enable others of ordinary skill in the art to understand the disclosure and to recognize many alternatives, modifications, and variations to the examples and the example described. Accordingly, various other applications are included within the scope of the following claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 14536097 [0001]
• US 14145599 [0001]
• US 9206885 [0001]

Claims (11)

A work vehicle comprising: a motor with a motor shaft; a first continuously variable power machine (IVP machine); a second continuously variable power machine (IVP-Machine); an output shaft; and Infinitely Variable Transmission (IVT) with multiple transmission modes, wherein the IVT is configured to provide power between the engine, the first IVP engine, the second IVP engine, and the output shaft on different paths in one of the plurality of transmission modes transmitted, the IVT comprising: a plurality of clutches, each of which is configured to be alternately engaged and disengaged; a dual planetary gearset including a first transmission component, a second transmission component, and a third transmission component; and a simple planetary gear set including a fourth gear component, a fifth gear component and a sixth gear component; wherein in a first transmission mode of the IVT, a first subset of the plurality of clutches is engaged, permitting transmission of engine power from the engine to the first transmission component and transmission of IVP power between the second IVP engine and the second transmission component; wherein in the first transmission mode, the third transmission component combines the engine power and the IVP power into a first combined power transmitted from the third transmission component to the fourth transmission component; and wherein in the first transmission mode, the fifth transmission component transmits return power to the engine shaft and the sixth transmission component combines the first combined power and the return power to a second combined power output on the output shaft for rotating the output shaft in a speed range. Work vehicle behind Claim 1 wherein the speed range includes a speed of zero revolutions per minute at which torque is maintained at the output shaft and a non-zero creep speed per minute; and wherein in a second transmission mode of the IVT, a second subset of the plurality of clutches is engaged, allowing transmission of engine power from the engine to one of the first, second, and third transmission components, and transmission of IVP power between the second IVP engine and an engine another of the first, second and third transmission components; wherein in the second transmission mode, the remaining one of the first, second and third transmission components combines the engine power and the IVP power into a third combined power output at the output shaft; and wherein in the second transmission mode, the third combined power bypasses the simple planetary gearset and is output on the output shaft. Work vehicle behind Claim 1 or 2 wherein the first IVP machine is a first electric machine and wherein the second IVP machine is a second electric machine. Work vehicle behind Claim 3 wherein the first electric machine has a generator mode and a motor mode; wherein the first electric machine, when in the generator mode, is configured to generate electrical energy from the mechanical energy input to the first electric machine; wherein the second electric machine has a generator mode and a motor mode; wherein the second electric machine, when in the generator mode, is configured to generate electrical energy from the mechanical energy input to the second electric machine; and wherein in the first transmission mode of the IVT, the first electric machine and the second electric machine are configured to be simultaneously in the generator mode for the joint generation of electric power. Work vehicle behind Claim 4 wherein the plurality of transmission modes of the IVT include the first transmission mode and a second transmission mode; wherein in the second transmission mode, the first electric machine is configured to be either in the generator mode or in the engine mode; and wherein the second electric machine is configured to be in the motor mode. Work vehicle behind Claim 5 wherein the plurality of transmission modes of the IVT include the first transmission mode, the second transmission mode, and a third transmission mode; and wherein in the third transmission mode, a second subset of the plurality of clutches is engaged, permitting transmission of engine power from the engine to one of the first, second, and third transmission components, and transmission of IVP power between the second IVP engine and another of the first , second and third transmission components; wherein in the third transmission mode, the remaining one of the first, second, and third transmission components combines the engine power and the IVP power into a third combined power output at the output shaft; and wherein in the third transmission mode, the third combined power bypasses the simple planetary gearset and is output on the output shaft. Work vehicle after one of the Claims 1 to 6 wherein the plurality of transmission modes of the IVT include the first transmission mode, and a second transmission mode; wherein in the first transmission mode, the first transmission component is a first set of planetary gears, the second transmission component is a first sun gear, and the third transmission component is a first ring gear rotatably engaged with a second set of planetary gears of the dual planetary gearset; wherein in the second transmission mode, a second subset of the plurality of clutches is engaged, allowing transmission of engine power from the engine to a second ring gear of the dual planetary gear set and transmission of IVP power from the second electric machine to a second sun gear of the dual planetary gearset ; and wherein in the second transmission mode, the second set of planetary gears combine engine power and IVP power to a first combined power output to the simple planetary gear set. Work vehicle off Claim 7 wherein, in the second transmission mode, the first combined power is output to a sun gear of the simple planetary gear set; wherein in the second transmission mode, a ring gear of the simple planetary gear set outputs return power to the motor shaft; and wherein in the second gear mode, a set of planetary gears of the simple planetary gear set combine the first combined power and the return power to a second combined power output to the output shaft. Work vehicle after one of the Claims 1 to 8th wherein the fourth transmission component includes a sun gear of the simple planetary gear set; wherein the fifth transmission component includes a ring gear of the simple planetary gear set; wherein the sixth gear component includes a plurality of planet gears of the simple planetary gear set and the plurality of planet gears are connected by a carrier; and wherein in the first transmission mode, the carrier outputs the second combined power to the output shaft to maintain torque on the output shaft while the speed of the output shaft is approximately zero. Work vehicle after one of the Claims 1 to 9 wherein the motor shaft is configured to rotate about a rotation axis; wherein the dual planetary gear set has a central axis; and wherein the central axis and the axis of rotation are coaxial. Work vehicle after one of the Claims 1 to 10 wherein the first IVP machine is an electric machine; wherein the second IVP machine is a second electric machine; further comprising a tool electrically connected to at least one of the first electric machine and the second electric machine; and wherein the tool is configured to receive electrical power supplied from at least one of the first electric machine and the second electric machine.

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