Multi-mode power trains with direct-drive lock-up
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
F16H-037/06
B60K-017/02
B60K-006/00
B60K-006/38
F01B-021/00
B60K-006/12
B60K-006/48
B60K-006/08
B60K-006/36
B60K-006/46
출원번호
US-0085855
(2016-03-30)
등록번호
US-10011171
(2018-07-03)
발명자
/ 주소
Janasek, Clayton G.
Reeves, William E.
출원인 / 주소
Deere & Company
대리인 / 주소
Lorenz & Kopf, LLP
인용정보
피인용 횟수 :
0인용 특허 :
15
초록▼
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 th
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.
대표청구항▼
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-con
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; anda 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; andwherein, 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; anda 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; andwherein, 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.
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이 특허에 인용된 특허 (15)
Musashi Yamaguchi JP; Itsuro Muramoto JP; Nobutaka Takahashi JP, Control system for hybrid vehicle.
Conlon, Brendan M.; Savagian, Peter J.; Holmes, Alan G.; Harpster, Jr., Michael O., Output split electrically-variable transmission with electric propulsion using one or two motors.
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