Multi-mode power trains with direct-drive lock-up

• US 10,011,171 B2
• Filed: 03/30/2016
• Issued: 07/03/2018
• Est. Priority Date: 02/26/2014
• Status: Active Grant

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Janasek, Clayton G., Reeves, William E.
• Primary Examiner(s): Ho, Ha Dinh
• Application Number:
  US15/085,855
• Publication Number:
  US 20160207388A1
• Time in Patent Office: 825 Days
• Field of Search: 74661, 74665 A, 74665 D
• CPC Class Codes: B60K 17/02 characterised by arrangement, location, or kind of clutch
• CPC Class Codes: B60K 6/00 Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units arrangement or mounting in vehicles of electrical gearing, in which an electrical machine serves only as reduction gearing and not as the prime mover and in which no electrical storing means are used B60K17/12; control and regulation of purely electrical prime movers B60L; prime-movers comprising electrical and internal combustion motors in a common engine block or housing per se F02B65/00; electric motors or motor-generators used for starting the combustion engine F02N11/04; electric motors for synchronising gearing F16H3/12 Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
• CPC Class Codes: B60K 6/08 Prime-movers comprising combustion engines and mechanical or fluid energy storing means
• CPC Class Codes: B60K 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: B60K 6/36 characterised by the transmission gearings
• CPC Class Codes: B60K 6/38 characterised by the driveline clutches shift clutches within the gearing or transmission B60K6/36 , B60K6/54
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60W 2300/152 Tractors
• CPC Class Codes: B60Y 2200/92 Hybrid vehicles
• CPC Class Codes: F01B 21/00 Combinations of two or more machines or engines F01B23/00 takes precedence; combinations of two or more pumps F04; fluid gearing F16H
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y10S 903/902 Prime movers comprising electrical and internal combustion motors
• CPC Class Codes: Y10S 903/912 Drive line clutch
• CPC Class Codes: Y10T 74/19014 Plural prime movers selectively coupled to common output

Abstract

A multi-mode power train and multi-mode vehicle include a power-conversion device that is in communication with an engine via a direct mechanical power-transfer connection extending from the engine to the power-conversion device. A continuously variable power source (CVP) is in communication with the power conversion device via an intermediate power-transfer connection. A lock-up device with first and second engagement states is provided between the engine and the power-conversion device or the CVP. With the lock-up device in the first engagement state, mechanical power from the engine is converted by the power-conversion device for use by the CVP, with the CVP using the converted power to provide mechanical power to a power-output connection. With the lock-up device in the second engagement state, the engine transmits mechanical power through the lock-up device to the power-output connection.

Claims

1. A multi-mode power train for receiving and transmitting power from an engine, the multi-mode power train comprising:

a power-output connection;

a power-conversion device in communication with the engine via a direct mechanical power-transfer connection that extends from the engine to the power-conversion device;

a continuously variable power source in communication with the power-conversion device via an intermediate power-transfer connection;

a lock-up device having a first clutch device and a first gear each located between the engine and the power-conversion device, the lock-up device having first and second engagement states; and

a second clutch device and a second gear each located between the continuously variable power source and the power-output connection;

wherein, with the lock-up device in the first engagement state and the second clutch engaging the second gear, the power-conversion device receives mechanical power from the engine via the direct mechanical power-transfer connection and converts the received mechanical power to a non-mechanical form, the continuously variable power source receives the non-mechanical power from the power-conversion device via the intermediate power-transfer connection and converts the received non-mechanical power to mechanical power, and the continuously variable power source transmits mechanical power to the power-output connection via the second clutch device and the second gear; and

wherein, with the lock-up device in the second engagement state, the engine transmits mechanical power to the power-output connection via the first clutch device and the first gear.

2. The multi-mode power train of claim 1, wherein the power-conversion device includes a hydraulic pump, and the continuously variable power source includes a hydraulic motor.

3. The multi-mode power train of claim 1, wherein the power-conversion device includes an electric generator, and the continuously variable power source includes an electric motor.

4. The multi-mode power train of claim 1, wherein the continuously variable power source is arranged in parallel with one or more of the engine, the power-conversion device and the lock-up device.

5. The multi-mode power train of claim 4, wherein the engine and the power-conversion device are arranged in series.

6. The multi-mode power train of claim 1, further including a transmission assembly having one or more input gears configured to mesh with the first and second gears.

7. The multi-mode power train of claim 6, wherein the transmission includes at least one additional clutch and at least one additional gear between the power-output connection and each of the first and second gears to effect different gear ratios between the engine and the power-output connection.

8. The multi-mode power train of claim 7, wherein the continuously variable power source provides power to the power-output connection via a subset of multiple gear ratios provided by the transmission assembly.

9. A work vehicle for operation in multiple powered modes, the work vehicle comprising:

an engine;

a power-output connection;

a power-conversion device in communication with the engine via a direct mechanical power-transfer connection that extends from the engine to the power-conversion device;

a continuously variable power source in communication with the power-conversion device via an intermediate power-transfer connection;

a lock-up device having a first clutch device and a first gear each located between the engine and the power-conversion device, the lock-up device having first and second engagement states; and

a second clutch device and a second gear each located between the continuously variable power source and the power-output connection;

wherein, with the lock-up device in the first engagement state and the second clutch engaging the second gear, the power-conversion device receives mechanical power from the engine via the direct mechanical power-transfer connection and converts the received mechanical power to a non-mechanical form, the continuously variable power source receives the non-mechanical power from the power-conversion device via the intermediate power-transfer connection and converts the received non-mechanical power to mechanical power, and the continuously variable power source transmits mechanical power to the power-output connection via the second clutch device and the second gear; and

wherein, with the lock-up device in the second engagement state, the engine transmits mechanical power to the power-output connection via the first clutch device and the first gear.

10. The work vehicle of claim 9, wherein the power-conversion device includes a hydraulic pump, and the continuously variable power source includes a hydraulic motor.

11. The work vehicle of claim 9, wherein the power-conversion device includes an electric generator, and the continuously variable power source includes an electric motor.

12. The work vehicle of claim 9, wherein the continuously variable power source is arranged in parallel with one or more of the engine, the power-conversion device and the lock-up device.

13. The work vehicle of claim 12, wherein the engine and the power-conversion device are arranged in series.

14. The work vehicle of claim 9, further including a transmission assembly having one or more input gears configured to mesh with the first and second gears.

15. The work vehicle of claim 14, wherein the transmission includes at least one additional clutch and at least one additional gear between the power-output connection and each of the first and second gears to effect different gear ratios between the engine and the power-output connection.

16. The work vehicle of claim 15, wherein the continuously variable power source provides power to the power-output connection via a subset of multiple gear ratios provided by the transmission assembly.