Multi-mode power trains

• US 9,944,163 B2
• Filed: 04/09/2014
• Issued: 04/17/2018
• Est. Priority Date: 04/09/2014
• Status: Active Grant

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: McKinzie, Kyle K.
• Primary Examiner(s): Bishop, Erin D
• Application Number:
  US14/249,258
• Publication Number:
  US 20150292608A1
• Time in Patent Office: 1,469 Days
• 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 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/547 the transmission being a stepped gearing
• CPC Class Codes: F16H 2037/0886 with switching means, e.g. to change ranges
• CPC Class Codes: F16H 3/728 with means to change ratio in the mechanical gearing
• CPC Class Codes: Y02T 10/62 Hybrid vehicles

Abstract

A power train and related vehicle are described for multi-mode power transmission. A first continuously variable power source (“CVP”) may convert rotational power received by the engine for transmission to a second CVP. A variator assembly may receive rotational power from the second CVP at a first input and directly from the engine at a second input. A control assembly may include one or more output components and a plurality of clutch devices arranged between the one or more output components and the variator assembly and engine. In a first state of the control assembly, the plurality of clutch devices may collectively provide direct power transmission between the engine and the one or more output components. In a second state of the control assembly, the plurality of clutches may collectively provide power transmission between the variator and the one or more output components.

Claims

1. A power train for a vehicle including an engine, the power train comprising:

a variator assembly configured to receive rotational power directly from the engine at a first input component of the variator assembly;

a first continuously variable power source configured to receive rotational power from the engine and convert the received rotational power to a different form;

a second continuously variable power source configured to receive the converted power from the first continuously variable power source, convert the received converted power to rotational power, and provide rotational power to a second input component of the variator assembly; and

a control assembly with one or more output components and a plurality of clutch devices, each clutch device arranged between the one or more output components and at least one of the variator assembly and the engine, the control assembly configured to receive power from the variator assembly and the engine and to transmit the received power to the one or more output components via at least one of the plurality of clutch devices;

wherein, in a first state of the control assembly, the plurality of clutch devices collectively provides direct transmission of power from only the engine to the one or more output components without transmission of power from the second continuously variable power source;

wherein, in a second state of the control assembly, the plurality of clutch devices collectively transmits to the one or more output components power that is received, via the variator assembly, from both the engine and the second continuously variable power source;

wherein, in a third state of the control assembly, the plurality of clutch devices collectively provides direct transmission of power from only the second continuously variable power source to the one or more output components without direct transmission of power from the engine;

wherein the plurality of clutch devices includes a first clutch device receiving power directly from the engine, a second clutch device receiving power, via the variator assembly, from both the engine and the second continuously variable power source, and a third clutch device receiving power directly from the second continuously variable power source;

wherein, in the first state of the control assembly, the first clutch device is engaged to transmit power from the engine to the one or more output components, and the second clutch device is disengaged to disconnect the variator assembly from the one or more output components;

wherein, in the second state of the control assembly, the first clutch device is disengaged, and the second clutch device is engaged to transmit power from the variator assembly to the one or more output components; and

wherein, in the third state of the control assembly, the first and second clutch devices are disengaged, and the third clutch device is engaged to transmit power directly from the second continuously variable power source to the one or more output components.

2. The power train of claim 1, wherein the one or more output components is one or more shafts, and the first and second clutch devices are mounted to the one or more shafts in the control assembly that rotate in parallel with at least one of an output shaft of the engine and an output shaft of the second continuously variable power source.

3. The power train of claim 2, wherein the first and second clutch devices are arranged on one of a single shaft of the one or more shafts and a set of coaxial shafts of the one or more shafts.

4. The power train of claim 1, wherein at least one of the first, second, and third clutches is mounted to a first shaft and at least an other of the first, second, and third clutches is mounted to a second shaft rotating in parallel with the first shaft.

5. The power train of claim 1, wherein the variator assembly includes a planetary gear set with a planet carrier, a sun gear, and a ring gear;

and

wherein the first input component includes one of the planet carrier, the sun gear and the ring gear, and the second input component includes an other of the planet carrier, the sun gear and the ring gear of the planetary gear set.

6. The power train of claim 1, wherein the first continuously variable power source receives rotational power from the engine in series with the first input component of the variator assembly, the first continuously variable power source being between the engine and the variator assembly.

7. A vehicle with an engine, the vehicle comprising:

a variator assembly configured to receive rotational power directly from the engine at a first input component of the variator assembly;

a first continuously variable power source configured to receive rotational power from the engine and convert the received rotational power to a different form;

a second continuously variable power source configured to receive the converted power from the first continuously variable power source, convert the received converted power to rotational power, and provide rotational power to a second input component of the variator assembly; and

a control assembly with one or more output components and a plurality of clutch devices, each clutch device arranged between the one or more output component and at least one of the variator assembly and the engine, the control assembly configured to receive power from the variator assembly and the engine and to transmit the received power to the one or more output components via at least one of the plurality of clutch devices;

wherein, in a first state of the control assembly, the plurality of clutch devices collectively provides direct transmission of power from only the engine to the one or more output components without transmission of power from the second continuously variable power source;

wherein, in a second state of the control assembly, the plurality of clutch devices collectively transmits to the one or more output components power that is received, via the variator assembly, from both the engine and the second continuously variable power source;

wherein, in a third state of the control assembly, the plurality of clutch devices collectively provides direct transmission of power from only the second continuously variable power source to the one or more output components without direct transmission of power from the engine;

wherein the plurality of clutch devices includes a first clutch device receiving power directly from the engine, a second clutch device receiving power, via the variator assembly, from both the engine and the second continuously variable power source, and a third clutch device receiving power directly from the second continuously variable power source;

wherein, in the first state of the control assembly, the first clutch device is engaged to transmit power from the engine to the one or more output components, and the second clutch device is disengaged to disconnect the variator assembly from the one or more output components;

wherein, in the second state of the control assembly, the first clutch device is disengaged, and the second clutch device is engaged to transmit power from the variator assembly to the one or more output components; and

wherein, in the third state of the control assembly, the first and second clutch devices are disengaged, and the third clutch device is engaged to transmit power directly from the second continuously variable power source to the one or more output components.

8. The vehicle of claim 7, wherein the first and second output components is one or more shafts, and the first and second clutch devices are mounted to the one or more shafts in the control assembly that rotate in parallel with at least one of an output shaft of the engine and an output shaft of the second continuously variable power source.

9. The vehicle of claim 8, wherein the first and second clutch devices are arranged on one of a single shaft of the one or more shafts and a set of coaxial shafts of the one or more shafts.

10. The vehicle of claim 7, wherein at least one of the first, second, and third clutches is mounted to a first shaft and at least an other of the first, second, and third clutches is mounted to a second shaft rotating in parallel with the first shaft.

11. The vehicle of claim 7, wherein the variator assembly includes a planetary gear set with a planet carrier, a sun gear, and a ring gear;

and

wherein the first input component includes one of the planet carrier, the sun gear and the ring gear, and the second input component includes an other of the planet carrier, the sun gear and the ring gear of the planetary gear set.

12. The vehicle of claim 7, wherein the first continuously variable power source receives rotational power from the engine in series with the first input component of the variator assembly, the first continuously variable power source being between the engine and the variator assembly.

13. A power train for a vehicle including an engine, the power train comprising:

a variator assembly configured to receive rotational power directly from the engine at a first input component of the variator assembly;

a first continuously variable power source configured to receive rotational power from the engine and convert the received rotational power to a different form;

a second continuously variable power source configured to receive the converted power from the first continuously variable power source, convert the received converted power to rotational power, and provide rotational power to a second input component of the variator assembly; and

a control assembly having one or more output components as one or more transmission shafts rotating in parallel with at least one of an output shaft of the engine and an output shaft of the second continuously variable power source, a first clutch device in direct communication with the one or more output components via the one or more transmission shafts, a second clutch device in direct communication with the one or more output components via the one or more transmission shafts, and a third clutch device in direct communication with the one or more output components via the one or more transmission shafts, the first clutch device receiving power directly from the engine for transmission to the one or more output components, the second clutch device receiving power from the variator assembly for transmission to the one or more output components, and the third clutch device receiving power directly from the second continuously variable power source;

wherein, in a first state of the control assembly, the first clutch device is engaged to transmit power from only the engine to the one or more output components, and the second clutch device is disengaged to disconnect the variator assembly from the one or more output components to prevent transmission of power from the second continuously variable power source;

wherein, in a second state of the control assembly, the first clutch device is disengaged, and the second clutch device is engaged to transmit power from both the engine and the second continuously variable power source to the one or more output components; and

wherein, in a third state of the control assembly, the first and second clutch devices are disengaged, and the third clutch device is engaged to transmit power directly from only the second continuously variable power source to the one or more output components without direct transmission of power from the engine.

14. The power train of claim 13, wherein the first and second clutch devices are arranged on at least one of a single shaft of the one or more transmission shafts and a set of coaxial shafts of the one or more transmission shafts.

15. The power train of claim 13, wherein the first, second and third clutch devices are arranged on at least one of a single shaft of the one or more transmission shafts and a set of coaxial shafts of the one or more transmission shafts.