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    • 专利摘要:
    an infinitely variable transmission (ivt) for a work vehicle includes a drive with a first transmission component configured to receive thruster power from a propeller, a second transmission component configured to receive ivp power from an ivp machine, and a component transmission rate configured to emit thruster power and ivp power together. ivt also includes a power inverter that connects the thruster to the first drive component of the drive and transfers power from the thruster to the first drive component. The power inverter has a direct mode and a reverse mode. The power inverter in direct mode is configured to rotate the first transmission component in a forward direction. The power inverter, in reverse mode, is configured to rotate the first transmission component in a backward direction.
    公开号:BR102018004631A2
    申请号:R102018004631
    申请日:2018-03-08
    公开日:2018-10-30
    发明作者:B Hendryx Alec；G Janasek Clayton；K Mckinzie Kyle；M Bindl Reginald；R Fliearman Steven
    申请人:Deere & Co；
    IPC主号:
    专利说明:

    (54) Title: INFINITELY VARIABLE TRANSMISSION, METHOD FOR OPERATING INFINITELY VARIABLE TRANSMISSION, AND WORKING VEHICLE.
    (51) Int. Cl .: B60K 17/28 (30) Unionist Priority: 12/04/2017 US 15 / 485,911 (73) Holder (s): DEERE & COMPANY (72) Inventor (s): STEVEN R. FLIEARMAN ; KYLE K. MCKINZIE; CLAYTON G. JANASEK; ALEC B. HENDRYX; REGINALD M. BINDL (85) National Phase Start Date:
    08/03/2018 (57) Summary: An infinitely variable transmission (IVT) for a work vehicle includes a drive with a first transmission component configured to receive thruster power from a thruster, a second transmission component configured to receive IVP power of an IVP machine, and an emission transmission component configured to emit propeller power and IVP power combined. The IVT also includes a power inverter that connects the thruster to the first drive component of the drive and that transfers power from the thruster to the first drive component. The power inverter has a forward mode and a reverse mode. The power inverter, in direct mode, is configured to rotate the first transmission component in a forward direction. The power inverter, in reverse mode, is configured to rotate the first transmission component in a backward direction.
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    301/20 “INFINITELY VARIABLE TRANSMISSION, METHOD FOR OPERATING INFINITELY VARIABLE TRANSMISSION, AND WORKING VEHICLE”
    DESCRIPTION FIELD [001] This description refers to transmissions for work vehicles and, more particularly, to infinitely variable transmissions. FUNDAMENTALS OF THE DESCRIPTION [002] It can be useful, in a variety of configurations, to use both a traditional propellant (for example, an internal combustion propellant) and an infinitely variable power source (for example, an electric or hydrostatic motor, a drive current, and so on) to provide useful power. For example, a portion of the propellant power can be diverted to drive a first infinitely variable machine (for example, a first electric machine that acts as a generator), which can in turn drive a second infinitely variable machine (for example, a second electrical machine that acts as an engine using electrical power from the first electrical machine). In certain configurations, power from both types of sources (ie a propellant and an infinitely variable power source) can be combined to deliver final power (for example, to a vehicle wheel axle) via a transmission continuously or infinitely variable (“IVT”). This can be referred to as “split mode” or “split path mode” operation because the power transmission can be divided between the propeller's mechanical path and the infinitely variable path.
    [003] Operation in split mode can be achieved in several known ways. For example, a planetary gear set can be used to add rotational power from a propeller and an electrical machine, with the added power transmitted downstream in an associated power train. This can allow the delivery of power (for example, to
    Petition 870180018801, of March 8, 2018, p. 53/83 / 20 vehicle wheels) with an effectively variable effective gear ratio.
    [004] Several problems may arise, however, including limitations on the maximum practical speed of variable power sources, fuel efficiency, etc. Also, these IVTs can be relatively complex. They can include a large number of parts. As such, it can take a great deal of time to manufacture and assemble the IVT. In addition, IVT can be very bulky and can occupy a significant amount of the environment inside the vehicle. Similarly, IVT can contribute significantly to the overall weight of the vehicle, which can negatively affect fuel efficiency.
    SUMMARY OF DESCRIPTION [005] In one aspect, the description provides an infinitely variable transmission (IVT) for a work vehicle that includes a propeller and an infinitely variable power (IVP) machine. The IVT includes a drive with a first transmission component configured to receive propellant power from the propellant, a second transmission component configured to receive IVP power from the IVP machine, and an emission transmission component configured to emit the added power of the propellant and IVP power. The IVT also includes a power inverter that connects the thruster to the first drive component of the drive and that transfers thruster power from the thruster to the first drive component. The power inverter has a forward mode and a reverse mode. The power inverter, in direct mode, is configured to rotate the first transmission component in a forward direction. The power inverter, in reverse mode, is configured to rotate the first transmission component in a backward direction.
    [006] In another aspect, a method for operating an infinitely variable transmission (IVT) from a work vehicle is described. The method
    Petition 870180018801, of March 8, 2018, p. 54/83 / 20 includes providing IVP power from an infinitely variable power (IVP) machine to a first drive component of a drive. The method also includes providing propeller power from a thruster, through a power inverter, to a second drive component of the drive. In addition, the method includes adding IVP power and propellant power by a variable transmission component. In addition, the method includes switching the power inverter between a direct mode and a reverse mode. The power inverter, in direct mode, rotates the second transmission component in a forward direction. The power inverter, in reverse mode, is configured to rotate the second transmission component in a backward direction.
    [007] In a further aspect, a working vehicle is described that includes a propeller with a propeller gear, an electric machine, and a variator with a planetary gear assembly having a first gear, a second gear and an emission gear . The first gear is configured to receive propellant power from the propellant, the second gear is configured to receive e-power from the electrical machine, and the emission gear is configured to emit added propeller power and e-power. The work vehicle also includes a power inverter that connects the thruster to the first gear of the planetary gear assembly and that transfers thruster power from the thruster to the first gear. The power inverter has a forward mode and a reverse mode. The power inverter, in direct mode, is configured to rotate the first gear in a forward direction. The power inverter, in reverse mode, is configured to rotate the first gear in a backward direction.
    [008] Details of one or more modalities are presented in the attached drawings and in the description below. Other features and advantages will be apparent from the description, drawings and claims.
    Petition 870180018801, of March 8, 2018, p. 55/83 / 20
    BRIEF DESCRIPTION OF THE DRAWINGS [009] FIG. 1 is a side view of a work vehicle with an infinitely variable transmission (IVT) of the present description;
    FIG. 2 is a schematic view of an exemplary IVT embodiment of the work vehicle of FIG. 1; and FIG. 3 is a schematic view of the IVT of the present description according to an additional embodiment.
    [0010] Same reference symbols in the various drawings indicate the same elements.
    DETAILED DESCRIPTION [0011] The following describes one or more exemplary modalities of the infinitely variable transmission (IVT) described with a power inverter, as shown in the attached drawings described here briefly. Several modifications in the exemplary modalities can be contemplated by those skilled in the art.
    [0012] For convenience of notation, the term "component" can be used here, particularly in the context of a planetary gear assembly, to indicate an element for power transmission. A planetary gear assembly may include, for example, a first component, a second component and a third component. In some embodiments, the first component may comprise a solar gear, the second component may comprise an annular gear, and the third component may comprise one or more planetary gears and an associated support.
    [0013] In various known configurations, the IVT of the present description can include one or more sets of planetary gear that are configured to combine the power emission of a propellant and an infinitely variable power source (IVP). In some embodiments, the propellant may comprise an internal combustion propellant (for
    Petition 870180018801, of March 8, 2018, p. 56/83 / 20 example, a diesel engine), and the IVP source may include an electric or hydraulic machine.
    [0014] Also, a drive can be included that adds power from multiple power sources. For example, a planetary gear assembly can be included with a first component that receives power from the propeller, a second component that receives power from the IVP source, and a third component that adds the power of the propeller and the IVP source and that takes the added power for another device that is connected to the third component. It is understood that a configuration like this can allow essentially infinite and continuous gear ratios for the planetary gear set. For example, for a fixed propeller speed, a particular gear ratio can be established by varying the IVP speed with respect to the propeller speed. [0015] The described IVT may additionally include a power inverter device. In a first mode (for example, direct mode), the power inverter device can transfer power from one of the power sources and change a component of the drive to a first direction (for example, a forward direction). In a second mode (for example, reverse mode), the power inverter device can transfer power from the power source and change the drive component to a second direction (for example, a backward direction). Thus, in some modalities, the IVT can provide infinite and continuous gear ratios in both modes of the power inverter. Also, as will be discussed, the power inverter can be relatively compact. The power inverter can have a relatively small number of parts. In addition, the weight of the power inverter can be quite low. Additionally, switching between the different modes can be achieved in a very smooth and efficient manner.
    [0016] In addition, the power inverter device can accelerate the
    Petition 870180018801, of March 8, 2018, p. 57/83 / 20 power supply input in some modes. This acceleration can allow the input to correspond more closely to another input in the drive. In addition, the power inverter device may allow the summed emission to be switched from direct to reverse and then fed to a gearbox (i.e., a downstream transmission) without separate reverse gear elements. In addition, the same torque can be provided in both forward and reverse modes.
    [0017] As will be apparent from the discussion here, an IVT can be used advantageously in a variety of configurations and with a variety of machinery. For example, referring now to FIG. 1, an IVT can be included in a power train 22 of a work vehicle 20. Power train 22 is supported by a chassis 32 of the work vehicle 20. In FIG. 1, the working vehicle 20 is represented as a tractor. It is understood, however, that other configurations may be possible, including a configuration of the working vehicle 20 as a different type of tractor, as a log drag tractor, as a grader, or as one of several other types of tractor. job. It is further understood that the IVT described can also be used in non-working vehicles and applications other than vehicles (for example, power units at fixed locations).
    [0018] The working vehicle 20 can include a plurality of rear wheels 24 and a plurality of front wheels 26. Rear wheels 24 can be connected by a rear wheel axle 28. Front wheels 26 can be connected by an axle front wheel 30. In some embodiments, the rear wheel axle 28 receives power from the IVT to turn the rear wheels 24. It can be seen that the working vehicle 20 can be configured in such a way that the front wheel axle 30 receives power from the IVT as well as (or instead) the rear wheel axle 28.
    [0019] The described IVT may allow operation of the working vehicle 20 in a forward direction (ie, direct rotation of the wheels 24,
    Petition 870180018801, of March 8, 2018, p. 58/83 / 20
    26) and in an opposite backward direction (i.e., reverse rotation of the wheels 24, 26). In some embodiments, the IVT can provide infinite and continuous gear ratios in both forward and reverse modes.
    [0020] Referring now to FIG. 2, the power train 22 is shown in more detail according to exemplary modalities. As shown, a thruster 52 can provide mechanical power to power train 22. Thruster 52 can be an internal combustion thruster, such as a diesel thruster, in some embodiments. The thruster 52 can include a thruster shaft 53, which the thruster rotates to provide mechanical power to the power train 22. An input gear 55 can be attached to the thruster shaft 53 for rotation with it. Inlet gear 55 can be a front gear, a helical gear, a bevel gear, or another type.
    [0021] Also, at least one IVP machine (infinitely variable power) 54 can be included to provide power and / or receive power from the power train 22. In some embodiments, there may be multiple IVP 54 machines, such as a first machine of IVP 58 and a second machine of IVP 56. The first machine of IVP 58 may comprise a first electrical machine 62, and the second machine of IVP 56 may comprise a second electrical machine 60. The first electrical machine 62 may include a first axis of the e-machine 59, and the second electric machine 60 can include a second axis of the e-machine 61. A first gear of the e-machine 57 can be attached to the 59 axis. In some embodiments, the first gear of the e-machine 57 it can be a front gear, a helical gear, or another type of gear, and the first gear of the e-machine 57 can be engaged with the input gear 55 of the propeller 52.
    [0022] In some modalities, the second electric machine 60 can convert electrical power into mechanical power and feed the power
    Petition 870180018801, of March 8, 2018, p. 59/83 / 20 mechanical on the power train 22 (ie, in a motor mode), and / or the second electric machine 60 can alternatively receive mechanical power from the power train 22 and convert the mechanical power to electrical power (ie , in a generator mode). Similarly, in some embodiments, the first electrical machine 62 can convert electrical power into mechanical power and feed the mechanical power into power train 22 (ie, in a motor mode), and / or the first electrical machine 62 may alternatively receive power mechanics of the power train 22 and convert the mechanical power into electrical power (that is, in a generator mode). In addition, in some embodiments, the second electrical machine 60 may be in motor mode while the first electrical machine 62 is in generator mode and vice versa. Power train 22 may also include an electrical power line 63, which electrically connects the first and second electrical machines 60, 62. In this way, one of the electrical machine 60, 62 can provide electrical power to the other during operation. A power inverter 65 can be included and can be operationally connected to the first electric machine 62 and / or the second electric machine 60. In some embodiments, the power inverter 65 can supply energy and / or receive energy from a storage device. energy 67. Also, the power inverter 65 can feed energy and / or receive energy from the power train 22. In addition, in some embodiments, the power inverter 65 can transfer power to an implement and / or another transfer device 69. [0023] Power train 22 may also include an IVT 64. The
    IVT 64 can transmit power between the propeller 52, the second electric machine 60 and the first electric machine 62. The IVT 64 can also supply power from the propeller 52, second electric machine 60, and / or the first electric machine 62 to a shaft. emission 66. The emission axis 66 can provide emission power to a downstream transmission 68 in some modalities. Downstream transmission 68 can be of any suitable type
    Petition 870180018801, of March 8, 2018, p. 60/83 / 20 for transmitting power from the emission axle 66 to a vehicle axle 20 (e.g., the rear axle 28). In some embodiments, the downstream transmission 68 may be an infinitely variable transmission that is distinct from the IVT 64. Also, the downstream transmission 68 may include a plurality of gears, mechanical axles and other components to transfer power to the wheel axle 28 Downstream transmission 68 can also provide a predetermined gear ratio between the output shaft 66 and the wheel axle 28. It is realized that downstream transmission 68 can be an optional component of power train 22, and that, in other modalities, the emission shaft 66 of the IVT 64 can provide power directly to the wheel axle 28. Also, the IVT 64 can be a substantially distinct module that is operationally disposed upstream of the transmission 68. Thus, it is perceived that the IVT 64 can be incorporated into the power train 22 in a convenient manner. Also, in some embodiments, the IVT 64 can be incorporated upstream of a conventional transmission 68 without having to substantially change the transmission downstream 68. In this way, the IVT 64 can be used to alter an existing power train design, modernize an existing power train, etc.
    [0024] The IVT 64 may include one or more gear trains and / or gear sets configured to provide different power flow paths to the rear wheel axle 28. For example, in some embodiments, the IVT 64 may include a drive 70. In some embodiments, drive 70 may comprise a planetary gear assembly 71 (for example, a single planetary gear assembly) with a first component (for example, an annular gear 72), a second component (for example, a solar gear 74), and an emission component (e.g., a plurality of planet gears 76 and an associated support 78). It is noticed that the planetary gears 76 can be arranged between the annular gear 72 and the
    Petition 870180018801, of March 8, 2018, p. 61/83 / 20 solar gear 74 and can be engaged with both. Planetary gear assembly 71 can have a variety of configurations, gear ratios, dimensions, etc. without departing from the scope of this description.
    [0025] The IVT 64 can additionally include a power inverter
    80. The power inverter 80 may include a first gear 82, which is attached to a first axis 86 for rotation with it. The power inverter 80 may additionally include a second gear 84, which is attached to a second axis 88 for rotation therewith. The first gear 82 and the second gear 84 can be of any suitable type, such as a front gear, a helical gear, a bevel gear, or another type. In the embodiment shown, the first gear 82 (and the first axis 86) rotates about a geometry axis that is substantially parallel to the axis of rotation of the second gear 84 (and the second 88). Also, in some embodiments, the first gear 82 and the second gear 84 can be engaged with each other. In this way, the first gear 82 and second gear 84 can rotate simultaneously in opposite directions. The first gear 82 and the second gear 84 can be continuously engaged, meaning that the first gear 82 and second gear 84 remain engaged in the different modes of the power inverter 80 (that is, there is no mode in which the first and second gear 82, 84 disengage).
    [0026] The power inverter 80 may additionally include a first clutch 90. The first clutch 90 may include a plurality of first clutch members 94 (e.g., friction plates, clutch plates, etc.) that are attached to the first axis 86 for rotation with it. The first clutch 90 may also include a plurality of second clutch members 96 (e.g., friction plates, clutch plates, etc.) that are attached to a first axis
    Petition 870180018801, of March 8, 2018, p. 62/83 / 20 intermediate 98 for rotation with the same. A first intermediate gear 100 can also be attached to the first intermediate shaft 98 for rotation therewith. The first clutch 90 can have an engaged position (i.e., clutch position, activated position) in which the first and second clutch members 94, 96 are engaged and secured to each other for co-rotation. This causes the first gear 82 and the first intermediate gear 100 to be rotationally coupled for rotation as a unit. The first clutch 90 may additionally have a disengaged position (i.e., disengaged position, deactivated position), wherein the first and second clutch members 94, 96 are disengaged. This allows the first gear 82 and the first intermediate gear 100 to release, uncouple, and allow relative rotation.
    [0027] The power inverter 80 may additionally include a second clutch 92. The second clutch 92 may include a plurality of first clutch members 102 (e.g., friction plates, clutch plates, etc.) that are attached to the second axis 88 for rotation with it. The second clutch 92 may also include a plurality of second clutch members 104 (e.g., friction plates, clutch plates, etc.) that are attached to a second intermediate shaft 106 for rotation therewith. A second intermediate gear 108 can also be attached to the second intermediate shaft 106 for rotation therewith. Like the first clutch 90, the second clutch 92 can have an engaged position and an disengaged position. In the engaged position of the second clutch 92, the second gear 84 and the second intermediate gear 108 can be rotationally coupled for rotation as a unit. Conversely, in the disengaged position, the second gear 84 and the second intermediate gear 108 can be uncoupled for relative rotation relative to each other.
    [0028] In addition, the power inverter 80 can include a
    Petition 870180018801, of March 8, 2018, p. 63/83 / 20 common gear 110. Common gear 110 can be engaged with the first intermediate gear 100. Additionally, common gear 110 can be engaged with the second intermediate gear 108. Common gear 110 can be continuously engaged with the first intermediate gear 100 and second intermediate gear 108. In this way, the common gear 110 can be arranged between the first and second intermediate gears 100, 108. [0029] The power inverter 80 can be operationally coupled to other components of the IVT 64 of many ways. In general, power inverter 80 can connect propeller 52 (and the first electrical machine 62) to drive 70. In this way, power inverter 80 can transfer power from propeller 52 (and, in some embodiments, the first electrical machine 62) for inverter 70.
    [0030] For example, the first gear 82 of the power inverter 80 can be engaged with the input gear 55 of the propeller 52. The first gear 82 can be continuously engaged with the input gear 55 in some embodiments. Note that the second gear 84 can be spaced from the input gear 55. In other words, the first gear 82 can be arranged between the input gear 55 and the second gear 84. In this way, the input gear 55, the first gear 82, and second gear 84 can rotate simultaneously with first gear 82 rotating in a direction that is opposite to that of input gear 55 and second gear 84. Also, in some embodiments, input gear 55, the first gear 82 and second gear 84 each rotate about substantially parallel axes.
    [0031] Common gear 110 of power inverter 80 can be connected to drive 70. For example, a common input member 112 can support common gear 110 and can be rotationally
    Petition 870180018801, of March 8, 2018, p. 64/83 / 20 connected to the annular gear 72 of the variator 70. (It can be seen that the attachment of the common input member 112 to the annular gear 72 is shown schematically in FIG. 2.) As such, the common input member 112 can provide power (from propeller 52 and / or the first electrical machine 62) to ring gear 72 of drive 70.
    [0032] Additionally, the second axis of the e-machine 61 of the second electric machine 60 can be operationally connected to the solar gear 74 of the inverter 70. In this way, the second axis of the e-machine 61 can provide power (of the second electrical machine 60 ) to the solar gear 74 of the inverter 70.
    [0033] During operation, inverter 70 can add: 1) power of propeller 52 (and possibly the first electric machine 62) delivered by means of power inverter 80; and 2) power of the second electric machine 60. Specifically, the planetary gears 76 and the associated support 78 of the variator 70 can be configured to add the power of the annular gear 72 and the solar gear 74 and deliver the added power to the transmission 68 and, finally, to the wheel axle 28.
    [0034] It can be seen that IVT 64 can be configured differently without departing from the scope of this description. For example, in other embodiments, the power inverter 80 can be operationally connected to solar gear 74, the second electric machine 60 can be operationally connected to ring gear 72, and planet gears 76 and associated support 78 can provide power added to the transmission 68 and finally to the wheel axle 28.
    [0035] The power train 22 may additionally include a controller 120. In some embodiments, the controller 120 may be in communication with the propeller 52, the second electrical machine 60, and the first electrical machine 62 to control the power output of each one. Also, controller 120 may be in communication with the drive
    Petition 870180018801, of March 8, 2018, p. 65/83 / 20 power 80. Specifically, controller 120 can provide control signals to the first clutch 90 to control whether the first clutch 90 is in the engaged or disengaged position. Similarly, controller 120 can provide control signals to the second clutch 92 to control whether the second clutch 92 is in the engaged or disengaged position. In some embodiments, controller 120 controls the first and second clutches 90, 92 in such a way that, while one clutch 90, 92 is engaged, the other is disengaged. Also, when one of the clutches 90, 92 is switched from its engaged position to its disengaged position, the other is switched from its disengaged position to its engaged position. In this way, controller 120 can control clutches 90, 92 to switch simultaneously between respective engaged and disengaged positions.
    [0036] It is realized that the controller 120 can be of any suitable type, such as an electrical controller, a hydraulic controller, or otherwise. Also, controller 120 may include one or more associated actuators, for example, to actuate clutches 90, 92 between respective engaged and disengaged positions. Also, controller 120 can receive multiple inputs from various sensors or devices (not shown) via a CAN bus (not shown) from vehicle 20 to provide effective controls.
    [0037] During operation of the power train 22, the thruster 52 can provide power to turn the input gear 55. This power can be partially supplied to the first electric machine 62, in such a way that the first electric machine 62 generates electric power. Propeller power 52 can also be supplied to the power inverter 80, which can transmit power to the annular gear 72 of the inverter 70. In some embodiments, the gear ratios through these components can cause rotational acceleration along the path of the propeller 52 to the first
    Petition 870180018801, of March 8, 2018, p. 66/83 / 20 electric machine 62. Similarly, the gear ratios can cause rotational acceleration along the path of the propeller 52, through the power inverter 80, to the annular gear 72. In addition, the second electric machine 60 can feed power to the solar gear 74 of the variator 70. The variator 70 can add the power to the planet gears 76, and the added power can be fed to the transmission downstream 68, and finally to the wheel axle 28.
    [0038] In addition, the power inverter 80 can have a first (direct) mode to drive the annular gear 72 in rotation in a first direction (forward). The power inverter 80 may also have a second (reverse) mode for driving the annular gear 72 in rotation in a second (backward) direction.
    [0039] In the first mode, the first clutch 90 can be engaged while the second clutch 92 is disengaged. This allows power from the input gear 55 to transfer to the first gear 82, through the first clutch 90, to the first intermediate gear 100, to the common gear 110, to rotate the annular gear 72 in the first direction (forward).
    [0040] In contrast, in the second mode, the second clutch 92 can be engaged while the first clutch 90 is disengaged. This allows power from the input gear 55 to transfer to the first gear 82, to the second gear 84, through the second clutch 92, to the second intermediate gear 108, to the common gear 110, to rotate the annular gear 72 in the second direction (back).
    [0041] The second electric machine 60 can be operated according to the setting of the power inverter 80. In this way, the second electric machine 60 can rotate the solar gear 74 in a first direction (forward) when the power inverter is in the first (direct) mode. As
    Petition 870180018801, of March 8, 2018, p. 67/83 / 20 such, inverter 70 can add power as discussed here, and this added power can finally move vehicle 20 forward. In contrast, the second electric machine 60 can rotate the solar gear 74 in a second direction (backwards) when the power inverter is in the second (reverse) mode. As such, inverter 70 can add power as discussed here, and this added power can finally move vehicle 20 backwards.
    [0042] In this way, it is noticed that the power inverter 80 and, thus, the IVT 64 can be substantially compact and, still, effective to provide split and forward path mode. The IVT 64 counterpart can be relatively low, allowing the manufacture and assembly of the IVT 64 to be carried out in a relatively costly period of time. Also, switching between different modes can be done smoothly and efficiently.
    [0043] In addition, the power inverter 80 can accelerate the input of the propeller 52, and this acceleration can allow the input to more closely match the input of the second electrical machine 60. Additionally, the power inverter 80 can allow the summed emission is switched from forward to reverse and then fed into the downstream transmission 68 without separate reverse gear elements. In addition, the same torque can be supplied to the wheel axle 28 in both forward and reverse modes.
    [0044] Referring now to FIG. 3, additional modes of the power train 122 are illustrated. The power train 122 may include several features discussed herein with respect to the power train 22 of FIG. 2. The detailed description of these components will not be repeated for the sake of brevity. Features that correspond to those in FIG. 2 indicated with corresponding reference numbers increased by 100.
    [0045] The 180 power inverter can be substantially similar
    Petition 870180018801, of March 8, 2018, p. 68/83 / 20 in the modalities discussed above. Although they are not shown, it is clear that the 180 power inverter can receive power from a propellant and / or an electric machine, similar in the above discussed modalities. The power inverter 180 can transfer this power to the ring gear 172 of the inverter 170 in some embodiments. Like the aforementioned modality, the power inverter 180 can have a direct mode for turning the ring gear 172 in a first direction (forward), and the power inverter 180 can have a reverse mode for turning the ring gear 172 in a first direction second direction (backward).
    The power train 122 can additionally include a multi-speed device 140. In general, the multi-speed device 140 can be arranged between the second electric machine 160 and the solar gear 174 of the inverter 170. The multi-speed device 140 can have a plurality of speed modes to regulate the input speed and / or output of components of the second electric machine 160. In this way, as will be discussed, the speed range of the second electric machine 160 can be extended, and the second electric machine 160 can deliver power to the 170 in a wide speed range.
    [0047] In some embodiments, the multi-speed device 140 may comprise a single planetary gear assembly, which includes a solar gear 142, an annular gear 144, and planetary gears 146 with an associated support 148. However, it is realized that the device multispeed 140 can be configured differently. For example, instead of the planetary gear assembly shown, the multi-speed device 140 may include a geometric axis speed reducer in parallel to some modalities.
    [0048] The multi-speed device 140 may additionally include a first speed selector 147 and a second speed selector 149. The first and second speed selectors 147, 149 can be
    Petition 870180018801, of March 8, 2018, p. 69/83 / 20 configured to select among the multiple speed modes as will be discussed.
    [0049] The first speed selector 147 can be a brake having a engaged position (braked) and a disengaged position (not braked). In the engaged position, the first speed selector 147 can fix the ring gear 144 in the chassis 132 of the work vehicle. In the disengaged position, the first speed selector 147 can allow the annular gear 144 to rotate with respect to chassis 132.
    [0050] Also, the second speed selector 149 can be a clutch with one or more first coupling members (for example, friction plates, etc.) that are attached to the second axis of the machine-e 161 and one or more seconds engagement members (e.g., friction plates, etc.) that are attached to the support 148. The second speed selector 149 can have an engaged and disengaged position. In the engaged position (clutch, activated), the solar gear 142, the planet gears 146, and the support 148 can be engaged to rotate together as a unit. In the disengaged position, the solar gear 142 can rotate in relation to the planetary gears 146 and the associated support 148.
    [0051] Controller 220 may be in communication with the first and second speed selectors 147, 149 (as well as with the second electrical machine 160, the power inverter 180). In this way, controller 220 can supply control signals to the first and second speed selectors 147, 149 to change the mode of the multi-speed device 140.
    [0052] In a first mode (low speed), the first speed selector 147 can be in the engaged position, while the second speed selector 149 is in the disengaged position. As such, power from the second electrical machine 160 can transfer from the second axis of the machine-e 161 to the planet gears 146 and support 148 to the solar gear
    Petition 870180018801, of March 8, 2018, p. 70/83 / 20
    174 of inverter 170.
    [0053] In a second mode (high speed), the second speed selector 149 can be in the engaged position, while the first speed selector 147 is in the disengaged position. As such, solar gear 142, planetary gears 146, and support 148 can be locked together and can be rotated as a unit by the second electrical machine 160. This power can be transferred to solar gear 174 of variator 170.
    [0054] As the modalities discussed above with respect to FIG. 2, the inverter 170 can add the power provided by the second electric machine 160 and the power inverter 180. The added power can be delivered by the planet gears 176 and the support 178 to the emission axis 166. Finally, this power can be transferred by downstream transmission 168 for rear wheel axle 128.
    [0055] In this way, the multi-speed device 140 can provide discrete speed ratios for power inputs of the second electric machine 160 that feeds the inverter 170. This, in turn, can extend the range of the inverter 170.
    [0056] The terminology used here is only intended to describe particular modalities and should not be limiting in the description. In the form used here, the singular forms "one", "one" and "o", "a" must also include plural forms, unless the context clearly indicates otherwise. It is further understood that the terms "comprises" and / or "comprising", when used in this specification, specify the presence of declared resources, whole parts, steps, operations, elements and / or components, but do not eliminate the presence or addition of one or more other resources, entire parts, steps, operations, elements, components and / or groups thereof.
    [0057] The description of this description was presented with
    Petition 870180018801, of March 8, 2018, p. 71/83 / 20 purposes of illustration and description, but is not intended to be exhaustive or limited to description in the manner described. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the description. Modalities explicitly referenced here have been chosen and described in order to better explain the principles of description and their practical application, and to allow others skilled in the art to understand the description and recognize many alternatives, modifications and variations in the example (s) described ( s). Accordingly, various modalities and implementations in addition to those explicitly described are within the scope of the following claims.
    Petition 870180018801, of March 8, 2018, p. 72/83
    权利要求:
    Claims (20)
    [1]
    1. Infinitely variable transmission (IVT) for a work vehicle that includes a propeller and an infinitely variable power (IVP) machine, the IVT characterized by the fact that it comprises:
    a variator with a first transmission component configured to receive propellant power from the propeller, a second transmission component configured to receive IVP power from the IVP machine, and an emission transmission component configured to emit the combined propeller power and IVP power ; and a power inverter that connects the thruster to the first drive component of the drive and that transfers thruster power from the thruster to the first drive component, the power inverter having a forward mode and a reverse mode;
    where the power inverter, in direct mode, is configured to rotate the first transmission component in a forward direction; and where the power inverter, in reverse mode, is configured to rotate the first transmission component in a backward direction.
    [2]
    2. IVT according to claim 1, characterized by the fact that it additionally comprises a multi-speed device that connects the IVP machine to the second drive component of the drive;
    wherein the multi-speed device has a first speed mode and a second speed mode;
    wherein the multi-speed device, in the first speed mode, is configured to rotate the second transmission component in a first speed range; and where the multi-speed device, in the second speed mode, is configured to rotate the second transmission component
    Petition 870180018801, of March 8, 2018, p. 73/83
    2/7 in a second speed range.
    [3]
    3. IVT according to claim 2, characterized by the fact that the multi-speed device includes a planetary gear assembly with a first planetary component, a second planetary component, and an emission planetary component;
    wherein the multi-speed device includes a first speed selector and a second speed selector;
    wherein the first speed selector and the second speed selector each have an engaged position and an uncoupled position;
    wherein the first speed selector, in the engaged position, engages the first planetary component and the second planetary component for rotation as a unit;
    wherein the first speed selector, in the disengaged position, disengages the first and second planetary components;
    wherein the second speed selector, in the engaged position, fixes the third planetary component against rotation in relation to the first and second planetary components;
    wherein the second speed selector, in the disengaged position, releases the third planetary component for rotation in relation to the first and second planetary components;
    wherein the first speed selector is in the engaged position and the second speed selector is in the disengaged position when the multi-speed device is in the first speed mode; and wherein the second speed selector is in the engaged position and the first speed selector is in the disengaged position when the multi-speed device is in the second speed mode.
    [4]
    4. IVT according to claim 1, characterized by the fact that it additionally comprises a propeller gear that provides power from the propeller to the inverter;
    Petition 870180018801, of March 8, 2018, p. 74/83
    3/7 where the power inverter includes a first gear and a second gear;
    wherein the first gear is engaged with the second gear;
    wherein the first gear is engaged with the propeller gear; and wherein the second gear is spaced from the propeller gear.
    [5]
    5. IVT according to claim 4, characterized by the fact that the first gear is configured to rotate a first intermediate gear;
    wherein the second gear is configured to rotate a second intermediate gear;
    wherein the first intermediate gear and the second intermediate gear are both engaged with a common gear; and in which the common gear is configured to rotate the first drive component of the drive in direct mode and in reverse mode.
    [6]
    6. IVT according to claim 5, characterized by the fact that it additionally comprises a first clutch having a engaged position and a disengaged position;
    additionally comprising a second clutch having a engaged position and a disengaged position;
    wherein the first clutch, in the engaged position, engages the first gear and the first intermediate gear for rotation as a unit;
    wherein the first clutch, in the disengaged position, disengages the first gear and the first intermediate gear;
    Petition 870180018801, of March 8, 2018, p. 75/83
    4/7 in which the second clutch, in the engaged position, engages the second gear and the second intermediate gear for rotation as a unit;
    wherein the second clutch, in the disengaged position, disengages the second gear and the second intermediate gear;
    where the first clutch is in the engaged position and the second clutch is in the disengaged position when the power inverter is in direct mode; and where the second clutch is in the engaged position and the first clutch is in the disengaged position when the power inverter is in reverse mode.
    [7]
    7. IVT according to claim 6, characterized by the fact that the propeller gear is supported by a propeller propeller shaft.
    [8]
    8. IVT according to claim 1, characterized by the fact that the drive is a set of planetary gear;
    wherein the first drive component of the drive is an annular gear from the planetary gear assembly;
    wherein the second drive component of the drive is a solar gear from the planetary gear assembly; and wherein the emission drive component of the drive includes a planetary gear and a support.
    [9]
    9. IVT according to claim 1, characterized by the fact that the emission transmission component is configured to provide power added to a downstream transmission.
    [10]
    10. IVT according to claim 1, characterized by the fact that the IVP machine is a first IVP machine; and further comprising a second IVP machine configured to receive propellant power from the propellant to generate
    Petition 870180018801, of March 8, 2018, p. 76/83
    5/7 power for the first IVP machine.
    [11]
    11. IVT according to claim 10, characterized by the fact that the first IVP machine is a first electric machine; and where the second IVP machine is a second electrical machine.
    [12]
    12. IVT according to claim 1, characterized by the fact that the power inverter provides an acceleration to the propeller power that is provided to the drive.
    [13]
    13. Method for operating an infinitely variable transmission (IVT) of a work vehicle, characterized by the fact that it provides IVP power from an infinitely variable power (IVP) machine to a first drive component of a variator provides power from the a propeller, through a power inverter, to a second drive component of the drive;
    sum IVP power and propellant power by a variable transmission component of the inverter; and changes the power inverter between a direct mode and a reverse mode;
    where the power inverter, in direct mode, rotates the second transmission component in a forward direction; and where the power inverter, in reverse mode, is configured to rotate the second transmission component in a backward direction.
    [14]
    14. Method according to claim 13, characterized in that it additionally comprises:
    changing a multi-speed device that connects the IVP machine to the first drive component of the drive between a first speed mode and a second speed mode;
    where the multi-speed device, in the first speed mode, is configured to rotate the second transmission component
    Petition 870180018801, of March 8, 2018, p. 77/83
    6/7 in a first speed range; and wherein the multi-speed device, in the second speed mode, is configured to rotate the second transmission component in a second speed range.
    [15]
    15. Method according to claim 14, characterized in that the multi-speed device is a planetary gear assembly with an annular gear, a solar gear, and a planet gear;
    wherein changing the multi-speed device from the first speed mode to the second speed mode includes engaging the ring gear to a chassis of the work vehicle and allowing relative rotation between the solar gear and the planet gear; and where changing the multi-speed device from the second speed mode to the first speed mode includes disengaging the ring gear from the chassis and engaging the solar gear and the planet gear.
    [16]
    16. Method according to claim 13, characterized by the fact that changing the power inverter between the direct mode and the reverse mode includes:
    switching the power inverter from the direct mode to the reverse mode by engaging a first clutch of the power inverter and disengaging a second clutch from the power inverter; and switching the power inverter from reverse to direct mode by disengaging the first clutch and engaging the second clutch.
    [17]
    17. Method according to claim 13, characterized by the fact that the IVP machine is a first IVP machine;
    further comprising providing propellant power to a second IVP machine to generate power for the first IVP machine
    Petition 870180018801, of March 8, 2018, p. 78/83
    7/7
    IVP.
    [18]
    18. Method according to claim 17, characterized by the fact that it additionally comprises generating electrical power by the second IVP machine; and providing the electrical power of the second IVP machine to the first IVP machine.
    [19]
    19. Method according to claim 13, characterized in that it additionally comprises providing, by the power inverter, an acceleration to the power of the propellant that is provided to the drive.
    [20]
    20. Work vehicle, characterized by the fact that it comprises:
    a thruster with a thruster gear; an electric machine;
    a drive with a planetary gear assembly having a first gear, a second gear, and an emission gear, the first gear configured to receive propellant power from the propeller, the second gear configured to receive power-e power from the electrical machine, and the emission gear configured to emit propeller power and e-power added; and a power inverter that connects the thruster to the first gear of the planetary gear assembly and that transfers thruster power from the thruster to the first gear, the power inverter having a forward mode and a reverse mode;
    where the power inverter, in direct mode, is configured to rotate the first gear in a forward direction; and where the power inverter, in reverse mode, is configured to rotate the first gear in a backward direction.
    Petition 870180018801, of March 8, 2018, p. 79/83
    1/3
    CM
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    法律状态:
    2018-10-30| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    优先权:
    申请号 | 申请日 | 专利标题
    US15/485,911|US10619711B2|2017-04-12|2017-04-12|Infinitely variable transmission with power reverser|
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