EP2804795A1 - Verfahren zum betreiben eines fahrzeugantriebsstranges - Google Patents

Verfahren zum betreiben eines fahrzeugantriebsstranges

Info

Publication number
EP2804795A1
EP2804795A1 EP12810135.9A EP12810135A EP2804795A1 EP 2804795 A1 EP2804795 A1 EP 2804795A1 EP 12810135 A EP12810135 A EP 12810135A EP 2804795 A1 EP2804795 A1 EP 2804795A1
Authority
EP
European Patent Office
Prior art keywords
transmission device
switching element
transmission
region
drive train
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12810135.9A
Other languages
German (de)
English (en)
French (fr)
Inventor
Hans Hoefler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2804795A1 publication Critical patent/EP2804795A1/de
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18136—Engine braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1884—Avoiding stall or overspeed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0059—Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21—Providing engine brake control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0935—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with multiple countershafts comprising only one idle gear and one gear fixed to the countershaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0496—Smoothing ratio shift for low engine torque, e.g. during coasting, sailing or engine braking

Definitions

  • the invention relates to a method for operating a vehicle drive train according to the closer defined in the preamble of claim 1. Art.
  • vehicle drive trains which are each formed with a prime mover, a transmission device and an output, have partially gear devices, which are designed as hydrostatically driven gearbox or as a hydrostatic power-split powershift transmission.
  • a torque resulting from the moving vehicle mass and applied to the output is known to be guided by the output via the transmission device in the direction of the engine during a deceleration process of a vehicle running with the vehicle drive train or during downhill driving.
  • the applied thrust torque is absorbed by a hydraulic motor of the transmission device and then supported by a hydraulic pump device in the range of usually designed as an internal combustion engine prime mover. If the support torque available in the region of the drive machine in overrun mode of the vehicle drive train is too low, this may lead to an undesirably high increase in the rotational speed of the drive machine.
  • a driver of the vehicle driveline running vehicle must operate the service brake.
  • the service brake is automatically switched on at undesirably high rotational speeds of the drive machine in order to limit the rotational speed of the drive machine.
  • a method and a device for controlling a motor vehicle drive train are known from EP 1 097 318 B1.
  • the motor vehicle powertrain is formed with a hydrostatic-mechanical power split transmission, the transmission is infinitely variable.
  • the driving speed is reduced by continuously controlled and controlled downshifting of the ratio in the range of the transmission.
  • the previously open clutch of the new direction is automatically modulated into friction and, overlapping with this Reibschlupf congress time overlapping, the slip-free clutch of the previous direction by closing pressure reduction is also brought into frictional slip, so that the drive torque without interruption of the old Clutch is transferred to the new clutch.
  • the friction of the old direction clutch can be used to generate an additional braking torque to the braking performance of the engine.
  • the clutch of the preceding direction of travel is brought into frictional sliding operation.
  • the new directional clutch is only brought into slip-slip operation when the limit speed is reached in order to avoid too high a thermal load.
  • the friction slip state of the old drive clutch should be maintained until a sufficiently low driving speed of the vehicle has been achieved that the further deceleration can be taken over by the new drive direction clutch.
  • the present invention is therefore based on the object to provide a method for operating a vehicle drive train available by means of which a desired thrust torque can be displayed at the output without in the field To cause an engine of the vehicle drive train inadmissible high speeds.
  • the transmission capability of one of the shift elements of the transmission device which is substantially at least approximately equal to zero for representing the current operating state of the transmission device, is set to a value to which at least a portion of the torque applied to the output can be supported in the region of the transmission device is and the speed of the prime mover has values below a predefined limit value.
  • the procedure according to the invention uses the fact that in traction drives, even those which are formed with a hydrostatic power-split powershift transmission with multi-plate clutches, while displaying different speed stages open and not engaged in the power flow of the vehicle drive train frictional switching elements are present, their transmission capacity during the presentation the current operating state of the transmission device is substantially equal to zero.
  • An increase in the Transmission capability of at least one of these frictional shift elements causes a tension torque in the region of the transmission device, which is suitable to support at least a portion of a torque applied to the output during a coasting operation of a vehicle drive train in the region of the transmission device and thus relieve a preferably designed as an internal combustion engine prime mover of the vehicle drive train and a To avoid undesirably high increase in the speed of the prime mover.
  • the transmission capability of the present in the transmission device each in the open operating state direction clutch for generating a stressing torque can be increased.
  • the shifting elements to be engaged in order to generate an additional supporting torque in the region of the transmission device can be frictional clutches or brakes of the transmission device, which are switched into the power flow of the vehicle drive train during normal operation of the transmission device for the purpose of displaying translations of the transmission device.
  • the output can be applied to the output drive
  • the transmission capability of the switching element in an advantageous variant of the method according to the invention is maximum up to raised a predefined value at which the switching element is operated slipping.
  • the transmission capability of a further shift element of the transmission device which is essentially at least approximately equal to zero for representing the current operating state of the transmission device is included a further advantageous variant of the method according to the invention set to a value to which at least a portion of the torque applied to the output can be supported in the region of the transmission device and the rotational speed of the drive machine has values below the predefined limit value.
  • the transmission capability of the further switching element is raised at most to a predefined value, to which the further switching element is operated slipping.
  • the transmission capability of the switching element and preferably the transmission capability of the further switching element is automatically raised in the direction of the predefined value when a predefined threshold value of the rotational speed of the drive machine is exceeded in order to achieve an undesirably high increase in the rotational speed of the drive machine with low control torque. and to be able to avoid regular expenses.
  • the transmission capability of the switching element and preferably the transmission capability of the further switching element is set essentially to zero when the predefined threshold value of the rotational speed of the engine is undershot.
  • a highly schematic representation of a vehicle drive train 1 which comprises a drive machine 2, a transmission device 3 and an output 4.
  • the transmission device 3 is formed with a so-called reverse gear 5, in the region of which the drive machine 2 is coupled to the transmission device 3.
  • the gearbox 5 is adjoined by a gearbox 6 which, in a manner known per se, comprises not only a mechanical power branch but also a hydrodynamic power branch.
  • the torque provided by the drive machine 2 is known to be in the train operation of the vehicle drive train 1 to a part on the mechanical power branch and the other part on the led hydrodynamic power branch, summed up in the area of a summation and then introduced into a gearbox portion 7 of the transmission device 3.
  • the shift transmission portion 7 comprises two shift elements K1 and K2 designed as frictionally engaged clutches, wherein a loose wheel 8 can be connected in a rotationally fixed manner to a shaft 9 via the shift element K1, with which a fixed wheel 10 is connected in a rotationally fixed manner.
  • a loose wheel 8 can be connected in a rotationally fixed manner to a shaft 9 via the shift element K1, with which a fixed wheel 10 is connected in a rotationally fixed manner.
  • another idler gear 1 1 with a shaft 12 rotatably connected which in turn is non-rotatably coupled with another fixed wheel 13.
  • Both the idler gear 8 and the further idler gear 1 1 are in engagement with a respective gear of the transmission portion 6, while the fixed gears 10 and 13 are connected to an output gear 4 connected to the additional fixed gear 14 in operative connection.
  • the fixed gears 10 and 13 mesh with each other and the fixed gear 10 is in meshing engagement with the additional fixed gear 14th
  • a first transmission range is set in the transmission device 3, within which the transmission mechanism 3 can be continuously varied by appropriately setting a hydrostatic unit of the hydrodynamic power branch of the transmission region 6 comprising a pump and a motor unit is.
  • a second transmission range is engaged in the transmission device 3, within which the transmission ratio of the transmission device 3 can be continuously varied by appropriate actuation of the hydrostatic unit.
  • Both the first gear range and the second gear range are available during a forward drive operation or a reverse drive operation of the vehicle drive train 1.
  • the forward drive mode of the vehicle drive train 1 is engaged when a frictionally engaged shift element KV of the reverse gear 5 is closed and at the same time a further friction conclusive clutch KR of the reversing gear 5 is present in the open operating state.
  • the fixed speed gear 17 rotatably connected to the transmission input shaft 15 is a non-rotatably connected to a transmission input shaft 15 rotatably mounted idler gear or the reverse drive associated fixed wheel 18 meshes.
  • the fixed gear 18 is rotatably mounted on a shaft 19, with which a loose wheel 20 via the remindierkupp- KR KR is rotatably connected.
  • Both the idler gear 1 6 and the idler gear 20 mesh with a gear of the transmission portion 6, thus depending on the transmission capabilities of the forward clutch KV and rinsefahrkupp- KR the torque of the engine 2 either via the transmission input shaft 15 and the idler gear 1 6 in the transmission range 6 is introduced or is guided by the transmission input shaft 15 and the fixed gear 17 on the fixed gear 18 and the idler gear 20 and from there in the direction of the transmission portion 6.
  • the fixed gear 17 meshes with another fixed gear 21 which is rotatably connected to a so-called PTO shaft 22 (power take-off shaft), which can be supplied with torque from the drive machine 2, for example attachments of a running with the vehicle drive train 1 tractor are.
  • PTO shaft 22 power take-off shaft
  • a torque applied to the output 4 is guided via the transmission device 3 in the direction of the drive machine 2 and at least partially supported depending on the particular operating state of the drive machine 2 present.
  • the thrust torque applied by the output 4 is received in the region of the hydraulic motor in the transmission area 6 and forwarded via the hydraulic pump in the direction of the present case as an internal combustion engine or as a diesel engine engine 2 and supported there at least partially.
  • the forward clutch KV is fully closed while the reverse clutch KR is fully opened at the same time, and in addition the first gear section is engaged in the transmission device 3, torque from the output 4 is transmitted through the shaft 9, the transmission portion 6 and the transmission input shaft 15 guided in the direction of the engine 2.
  • the transmissibility of the reverse clutch KR is set from zero to a value at which such a part of the torque applied to the output 4 is in the range the transmission device 3 is supported, that the rotational speed of the drive machine 2 is guided to a value below a predefined limit value.
  • the transmission capability of the reverse clutch is maximally raised to a predefined value at which the reverse clutch is slipping and at the same time unacceptably high loads in the area of the reverse clutch KR are avoided.
  • the reverse clutch KR is forcibly cooled by increasing the transfer capability by applying cooling oil.
  • the additional connection of the reversing clutch KR causes in the region of the transmission device 3 a so-called distortion of the transmission device 3, via which an additional braking torque is generated.
  • the braking torque in the region of the transmission device 3 acts cumulatively to the thrust torque of the engine 2, whereby a part of the torque applied to the output 4 can be supported in the region of the transmission device 3 or a smaller part is to be supported in the region of the drive machine 2 and therefore the drive machine 2 is relieved , If the braking torque generated by the additional connection of the scrubrecipplung KR is not sufficient to avoid an undesirably high increase in the rotational speed of the engine 2, it is additionally possible to increase the transmission capability of the second frictional switching element K2 of the gearbox portion 7 and the switching element K2 in a slip mode to convict.
  • the transmissibility of the second frictional switching element K2 is also maximally raised to a predefined value to which the second frictional switching element K2 is slipping and unacceptably high loads safely avoided.
  • the additionally actuated frictional engagement element K2 can also be forcibly cooled by applying cooling oil to Operating temperatures in this range of the transmission device 3 with little effort to limit to allowable values.
  • the transmissibility of the forward drive clutch KV in overrun operation of the vehicle driveline 1 is detectable upon detecting an inadmissibly high increase in the rotational speed of the engine 2, to be able to provide an additional braking torque to the thrust torque of the engine 2 available.
  • the transmission capacity of the first frictional switching element K1 in the extent described above is maximum can be raised to a predefined value at which the first frictional engagement element K1 is operated slipping in order to provide an additional braking torque in the area of the transmission device 3 and to be able to support part of the torque applied to the output 4 in the area of the transmission device 3 and To be able to keep the speed of the prime mover 2 below the defined limit value or at least to be able to maintain this level.
  • the additional connection of at least one of the switching elements KV, KR, K1 and / or K2 and the regulation of the brake torque respectively provided via the additionally connected switching element KV, KR, K1 and / or K2 is in the range of a control device, such as the transmission electronics or the like, a running with the vehicle drive train 1 vehicle feasible.
  • a control device such as the transmission electronics or the like, a running with the vehicle drive train 1 vehicle feasible.
  • the speed signal of the prime mover 2 is used for this purpose.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Structure Of Transmissions (AREA)
EP12810135.9A 2012-01-16 2012-12-05 Verfahren zum betreiben eines fahrzeugantriebsstranges Withdrawn EP2804795A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012200537A DE102012200537A1 (de) 2012-01-16 2012-01-16 Verfahren zum Betreiben einers Fahrzeugantriebsstranges
PCT/EP2012/074395 WO2013107558A1 (de) 2012-01-16 2012-12-05 Verfahren zum betreiben eines fahrzeugantriebsstranges

Publications (1)

Publication Number Publication Date
EP2804795A1 true EP2804795A1 (de) 2014-11-26

Family

ID=47504849

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12810135.9A Withdrawn EP2804795A1 (de) 2012-01-16 2012-12-05 Verfahren zum betreiben eines fahrzeugantriebsstranges

Country Status (5)

Country Link
US (1) US9470307B2 (zh)
EP (1) EP2804795A1 (zh)
CN (1) CN104053585B (zh)
DE (1) DE102012200537A1 (zh)
WO (1) WO2013107558A1 (zh)

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US11052747B2 (en) 2018-05-04 2021-07-06 Deere & Company Multi-mode powertrains
US11091018B2 (en) 2018-05-11 2021-08-17 Deere & Company Powertrain with variable vertical drop distance
US10975959B2 (en) * 2019-04-01 2021-04-13 Deere & Company Transmission clutch braking control system
US11137052B2 (en) 2019-08-29 2021-10-05 Deere & Company Transmission assembly with integrated CVP
US11351983B2 (en) 2019-10-31 2022-06-07 Deere & Company Power control system with transmission transient boost function
US11846085B2 (en) 2020-02-17 2023-12-19 Deere & Company Energy management system for a hybrid vehicle with an electrically powered hydraulic system
US11370406B2 (en) 2020-03-05 2022-06-28 Deere & Company Power control system with clutch braking function
US11325459B2 (en) 2020-10-09 2022-05-10 Deere & Company Low profile transmission assembly with integrated CVP
US11654900B2 (en) 2020-12-08 2023-05-23 Deere & Company Vehicle stop transmission control system and method
US11613246B2 (en) 2021-01-21 2023-03-28 Deere & Company Power control system with engine throttle shift function
US11628822B2 (en) 2021-02-09 2023-04-18 Deere & Company Power control system with stall prevention clutch modulation function
US11299141B1 (en) 2021-02-10 2022-04-12 Deere & Company System for multi-layer braking and retardation in a work vehicle
US11820361B2 (en) 2021-11-30 2023-11-21 Deere & Company Transmission assembly with electrical machine unit for improved shift quality
US11585412B1 (en) 2021-12-22 2023-02-21 Deere & Company Electronically-variable, dual-path power shift transmission for work vehicles
US11607948B1 (en) 2021-12-22 2023-03-21 Deere & Company Electronically-variable power shift transmission for work vehicles
US11913528B1 (en) 2022-10-28 2024-02-27 Deere & Company Multi-mode continuously variable transmission assembly with drop set arrangement

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Also Published As

Publication number Publication date
CN104053585B (zh) 2016-09-07
CN104053585A (zh) 2014-09-17
WO2013107558A1 (de) 2013-07-25
DE102012200537A1 (de) 2013-07-18
US9470307B2 (en) 2016-10-18
US20140315685A1 (en) 2014-10-23

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