MULTI-MODE POWER TRAINS WITH DIRECT-DRIVE LOCK-UP

• US 20150239343A1
• Filed: 02/26/2014
• Published: 08/27/2015
• Est. Priority Date: 02/26/2014
• Status: Active Grant

• Current Assignee: Deere & Company
• Original Assignee: Deere & Company
• Inventors: Janasek, Clayton G., Reeves, William E.
• Granted Patent: US 9,428,049 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• 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 are disclosed. A power-conversion device 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-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 between the engine and at least one of the power-conversion device and the continuously variable power source, the lock-up device having first and second engagement states; and

a power-output connection;

wherein, with the lock-up device in the first engagement state, 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 the mechanical power to the power-output connection; and

wherein, 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.

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 a electric motor.

4. The multi-mode power train of claim 1, wherein the engine, the power-conversion device, the lock-up device, and the continuously variable power source are arranged in series.

5. The multi-mode power train of claim 4, wherein the lock-up device includes a clutch device between the power-conversion device and the continuously variable power source, the clutch device being integrated with a rotor of the continuously variable power source.

6. The multi-mode power train of claim 4, wherein the lock-up device includes a clutch assembly and a gear, the clutch assembly and the gear being located between the power-conversion device and the continuously variable power source;

wherein, with the lock-up device in the first engagement state, the continuously variable power source transmits mechanical power to the power-output connection via the clutch assembly and the 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 clutch assembly and the gear.

7. The multi-mode power train of claim 1, further comprising:

a first clutch device and a first gear, each being included in the lock-up device, the first clutch device and the first gear being located between the engine and the power-conversion device; and

a second clutch device and a second gear, the second clutch device and the second gear being 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 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.

8. The multi-mode power train of claim 1, further comprising:

an energy storage device in communication with the continuously variable power source and the power-conversion device;

wherein, in a first mode the energy storage device receives energy for storage from at least one of the power-conversion device and the continuously variable power source; and

wherein, in a second mode, the energy storage device provides stored energy from the energy storage device to the continuously variable power source.

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

an engine;

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 between the engine and at least one of the power-conversion device and the continuously variable power source, the lock-up device having first and second engagement states; and

a power-output connection;

wherein, with the lock-up device in the first engagement state, 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 the mechanical power to the power-output connection; and

wherein, 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.

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 a electric motor.

12. The work vehicle of claim 9, wherein the engine, the power-conversion device, the lock-up device, and the continuously variable power source are arranged in series.

13. The work vehicle of claim 9, wherein the lock-up device includes a clutch device between the power-conversion device and the continuously variable power source, the clutch device being integrated with a rotor of the continuously variable power source.

14. The work vehicle of claim 13, wherein the lock-up device includes a clutch assembly and a gear, the clutch assembly and the gear being located between the power-conversion device and the continuously variable power source;

wherein, with the lock-up device in the first engagement state, the continuously variable power source transmits mechanical power to the power-output connection via the clutch assembly and the 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 clutch assembly and the gear.

15. The work vehicle of claim 9, further comprising:

a first clutch device and a first gear, each being included in the lock-up device, the first clutch device and the first gear being located between the engine and the power-conversion device; and

a second clutch device and a second gear, the second clutch device and the second gear being 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 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.

16. The work vehicle of claim 9, further comprising:

an energy storage device in communication with the continuously variable power source and the power-conversion device;

wherein, in a first mode the energy storage device receives energy for storage from at least one of the power-conversion device and the continuously variable power source; and

wherein, in a second mode, the energy storage device provides stored energy from the energy storage device to the continuously variable power source.