CN111032400A

CN111032400A - Drive system and vehicle

Info

Publication number: CN111032400A
Application number: CN201880054780.4A
Authority: CN
Inventors: D·J·施泰因贝格尔; J·J·莫罗; A·J·科特洛斯基; E·E·布劳恩
Original assignee: Oshkosh Corp
Current assignee: Oshkosh Corp
Priority date: 2017-08-31
Filing date: 2018-08-31
Publication date: 2020-04-17
Also published as: BR112020003733A2; WO2019046758A1; EP3676120A1

Abstract

The drive system includes: a first planetary gear set (110) coupled to a first electromagnetic device (40); a second planetary gear set (120) coupled to the second electromagnetic device (50) and directly coupled to the first planetary gear set (110); an engine (20) directly coupled to the first planetary gear set (110) with a connecting shaft (36); and an output shaft (32) coupled to the first planetary gear set (110). The first electromagnetic device (40) and the second electromagnetic device (50) comprise a first shaft and a second shaft, respectively. The connecting shaft (36) extends through the second electromagnetic device (50) and through the second planetary gear set (120) to the first planetary gear set (110). The first shaft, the second shaft, the first planetary gear set (110), the second planetary gear set (120), the connecting shaft (36), and the output shaft (32) are radially aligned, forming a through transmission arrangement.

Description

Drive system and vehicle

Cross reference to related patent applications

This application claims the benefit of the following U.S. applications: us application No.15/693,176 filed on 31/8/2018, which is a continuation-in-part application of us application No.14/918,221 filed on 20/10/2015; us application No.15/595,443 filed on 15/5/2017, which is a continuation of us application No.14/624,285 (now us patent No.9,651,120) filed on 17/2/2015; us application No.15/595,511 filed on day 5 and 15 in 2017, which is a continuation of us application No.14/792,532 (now us patent No.9,650,032) filed on day 6 in 7 and 2015, and us application No.14/792,532, which is a continuation-in-part of us application No.14/624,285 (now us patent No.9,651,120) filed on day 17 in 2 and 2015; and us application No.15/601,670 filed on day 22, 5/2017, which is a continuation of us application No.14/792,535 (now us patent 9,656,659) filed on day 6, 7/2015, and us application No.14/792,535, which is a continuation-in-part of us application No.14/624,285 (now us patent No.9,651,120) filed on day 17, 2/2015, the entire contents of which are incorporated herein by reference in their entirety.

Background

Internal combustion engine vehicles, hybrid and electric vehicles, as well as other types of vehicles, include a transmission. Conventional vehicle transmissions use gears and gear trains to provide speed and torque conversion from a source of rotational power (e.g., an engine, a motor, etc.) to another device (e.g., a drive shaft, wheels of a vehicle, etc.). The transmission includes a plurality of gear ratios that are selectively coupled to a source of rotational power using a mechanism. The mechanism may also selectively couple the output to various gear ratios.

Disclosure of Invention

One exemplary embodiment relates to a drive system for a vehicle. The drive system includes a first planetary gear set, a second planetary gear set directly coupled to the first planetary gear set, an engine directly coupled to the first planetary gear set with a connecting shaft, a first electromagnetic device coupled to the first planetary gear set, a second electromagnetic device directly coupled to the second planetary gear set, and an output shaft coupled to the first planetary gear set. The first planetary gear set, the second planetary gear set and the connecting shaft are radially aligned. The first electromagnetic device includes a first shaft and the second electromagnetic device includes a second shaft. The first and second shafts are radially aligned with the first planetary gear set, the second planetary gear set, and the connecting shaft. The connecting shaft extends through the second electromagnetic device and through the second planetary gear set to the first planetary gear set. The output shaft is radially aligned with the first planetary gear set, the second planetary gear set, and the connecting shaft, forming a through transmission arrangement.

Another exemplary embodiment relates to a drive system for a vehicle. The drive system includes a first gear set, a second gear set, a connecting shaft coupling the engine to the first gear set, a first electromagnetic device coupled to the first gear set, a second electromagnetic device coupled to the second gear set, and an output shaft. The first gear set includes a first sun gear, a first ring gear, a first plurality of planet gears coupling the first sun gear to the first ring gear, and a first carrier rotationally supporting the first plurality of planet gears. The second gear set includes a second sun gear, a second ring gear, a second plurality of planet gears coupling the second sun gear to the second ring gear, and a second carrier rotatably supporting the second plurality of planet gears. The first bracket is directly coupled to the second bracket. The output shaft is directly coupled to the first carrier and is configured to transmit power from the first electromagnetic device, the second electromagnetic device, and the engine to a traction element of the vehicle. The output shaft is aligned with the connecting shaft, the first electromagnetic device, and the second electromagnetic device, thereby forming a through transmission arrangement.

Another exemplary embodiment relates to a vehicle that includes a multi-mode transmission, an engine, and a transaxle. A multi-mode transmission includes: a first gear set including a planetary gear set having a planetary gear carrier; a second gear set; a first motor/generator coupled to the first gear set; a second motor/generator coupled to the second gear set; and an output shaft directly coupled to the planet gear carrier of the first gear set and configured to selectively receive rotational mechanical energy from the first motor/generator and the second motor/generator. The planet gear carrier and the second gear set are directly coupled. The engine is directly coupled to the first gear set and selectively coupled to the second gear set. The drive axle is coupled to an output shaft of the multi-mode transmission.

The invention is capable of other embodiments and of being practiced and carried out in various ways. Alternative exemplary embodiments relate to other features and combinations of features as may be referenced herein.

Drawings

The present disclosure will become more fully understood from the detailed description given herein below in conjunction with the accompanying drawings, wherein like reference numerals refer to like elements, in which:

FIG. 1 is a schematic illustration of a vehicle having a drive train according to an exemplary embodiment;

FIG. 2 is a detailed schematic diagram of the powertrain of FIG. 1 according to an exemplary embodiment;

FIG. 3 is a schematic illustration of a control system for the powertrain of FIG. 1, according to an exemplary embodiment;

FIG. 4 is a detailed schematic diagram of a powertrain configured in a neutral/start mode of operation, according to an exemplary embodiment;

FIG. 5 is a detailed schematic diagram of a powertrain configured in a neutral/start mode of operation according to another exemplary embodiment;

FIG. 6 is a detailed schematic diagram of a powertrain configured in a low range operating mode according to an exemplary embodiment;

FIG. 7 is a detailed schematic diagram of a powertrain configured in a mid-range mode of operation, according to an exemplary embodiment;

FIG. 8 is a detailed schematic diagram of a powertrain configured in a high range operating mode according to an exemplary embodiment;

FIG. 9 is a detailed schematic diagram of a powertrain configured in an intermediate shift operating mode according to an exemplary embodiment;

FIG. 10 is a detailed schematic diagram of a powertrain configured in a low speed reverse mode of operation according to an exemplary embodiment;

FIG. 11 is a detailed schematic diagram of a powertrain configured in a medium speed reverse mode of operation according to an exemplary embodiment; and

FIG. 12 is a detailed schematic diagram of a powertrain configured in a power generating mode of operation according to an exemplary embodiment.

Detailed Description

Before turning to the figures, which illustrate exemplary embodiments in detail, it should be understood that the application is not limited to the details or methodology set forth in the description or illustrated in the figures. It is also to be understood that the terminology is for the purpose of description and should not be regarded as limiting.

According to an exemplary embodiment, a multi-mode in-line electro-mechanically variable transmission is provided as part of a vehicle and is selectively reconfigurable between a plurality of operating modes. The vehicle may also include an engine and one or more traction elements (e.g., wheel and tire assemblies, etc.). The multi-mode in-line electro-mechanically variable transmission may include a first electromagnetic device and a second electromagnetic device. In one embodiment, at least one of the first electromagnetic device and the second electromagnetic device provides rotational mechanical energy to start the engine. In another embodiment, the engine provides a rotational mechanical energy input to both the first electromagnetic device and the second electromagnetic device such that each electromagnetic device operates as a generator to produce electrical energy. In still other embodiments, one of the first and second electromagnetic devices is configured to receive a rotational mechanical energy output from the engine and provide an electrical energy output to power the control system and/or the other electromagnetic device. According to an exemplary embodiment, the multi-mode in-line electro-mechanically variable transmission has a compact design that facilitates direct replacement of conventional in-line transmissions (e.g., mechanical transmissions, transmissions without electromagnetic devices, etc.) for front-engine applications. Thus, the multi-mode in-line electro-mechanical variable transmission may be installed during new vehicle construction or installed in order to replace a conventional transmission of a front engine vehicle (e.g., as opposed to replacing a conventional midship transfer case, etc.). The multi-mode in-line electro-mechanical variable transmission may additionally or alternatively be mounted as part of a rear-engine vehicle (e.g., a bus, etc.).

According to the exemplary embodiment shown in fig. 1-2, vehicle 10 includes an engine 20 coupled to a transmission, shown as transmission 30. In one embodiment, engine 20 is configured to combust fuel and provide mechanical energy input to transmission 30. For example, engine 20 may be configured to provide a rotational mechanical energy input to transmission 30. As shown in fig. 1 to 2, the transmission 30 includes: a first electric machine, electromagnetic device, and/or motor/generator, shown as first electromagnetic device 40; and a second electric machine, electromagnetic device, and/or motor/generator, shown as second electromagnetic device 50. According to an exemplary embodiment, the vehicle 10 is configured as a rear-engine vehicle, and the transmission 30 is configured as a multi-mode in-line electromechanical transmission. In other embodiments, the vehicle 10 is configured as a mid-engine vehicle or a front-engine vehicle.

Referring again to the exemplary embodiment shown in FIG. 1, vehicle 10 includes a front axle, shown as front axle 60, and a rear axle, shown as rear axle 70. As shown in fig. 1, front axle 60 includes a pair of traction elements, shown as tires 62, coupled to a front differential, shown as front differential 64. According to an exemplary embodiment, rear axle 70 includes a pair of traction elements, shown as tires 72, coupled to a rear differential, shown as rear differential 74. According to the exemplary embodiment shown in FIG. 1, front differential 64 is coupled to transmission 30 with a front axle drive shaft 66, and rear differential 74 is coupled to transmission 30 with a rear axle drive shaft 76. Although shown coupled to

tires

62 and 72, according to alternative embodiments, front differential 64 and rear differential 74 may be coupled to various other types of traction elements (e.g., tracks, etc.). As shown in FIG. 1, front axle drive shaft 66 and rear axle drive shaft 76 are configured to transmit power from first electromagnetic device 40, second electromagnetic device 50, and engine 20 to

tires

62 and 72, respectively. According to various alternative embodiments, vehicle 10 may include multiple front differentials 64 that may be coupled and/or multiple rear differentials 74 that may be coupled. In some embodiments, the transmission 30 is selectively coupled (e.g., via a clutch mechanism, a coupling mechanism, etc.) to at least one of the front axle drive shaft 66 and the rear axle drive shaft 76 (e.g., to reconfigure the vehicle 10 to a front wheel drive configuration, a rear wheel drive configuration, an all-wheel drive configuration, a four-wheel drive configuration, etc.).

The engine 20 may be a source of any rotational mechanical energy derived from a stored energy source. According to an exemplary embodiment, the stored energy source is disposed on the vehicle 10. The stored energy source may include a liquid fuel or a gaseous fuel, among other alternatives. In one embodiment, engine 20 comprises an internal combustion engine configured to be powered by at least one of gasoline, natural gas, and diesel fuel. According to various alternative embodiments, the engine 20 includes at least one of a turbine, a fuel cell, and an electric motor, or another device. According to an exemplary embodiment, engine 20 comprises a twelve liter diesel engine capable of providing between about 400 horsepower and about 600 horsepower and between about 400 foot pounds of torque and about 2000 foot pounds of torque. In one embodiment, the engine 20 has a rotational speed (e.g., rotational operating range, etc.) between 0 and 2,100 revolutions per minute. The engine 20 may be operated at a relatively constant speed (e.g., 1,600 revolutions per minute, etc.). In one embodiment, the relatively constant speed is selected based on operating conditions of engine 20 (e.g., operating speed associated with a point of increased fuel efficiency, etc.).

In one embodiment, at least one of first electromagnetic device 40 and second electromagnetic device 50 provide a mechanical energy input to another portion of transmission 30. For example, at least one of first electromagnetic device 40 and second electromagnetic device 50 may be configured to provide a rotational mechanical energy input to another portion of transmission 30 (i.e., at least one of first electromagnetic device 40 and second electromagnetic device 50 may operate as a motor, etc.). At least one of first electromagnetic device 40 and second electromagnetic device 50 may receive a mechanical energy output from at least one of engine 20 and another portion of transmission 30. For example, at least one of first and second

electromagnetic devices

40, 50 may be configured to receive a rotational mechanical energy output from at least one of engine 20 and another portion of transmission 30 and provide an electrical energy output (i.e., at least one of first and second

electromagnetic devices

40, 50 may operate as a generator, etc.). According to an exemplary embodiment, first and second

electromagnetic devices

40, 50 are capable of providing mechanical energy and converting mechanical energy input into electrical energy output (i.e., selectively operating as a motor and a generator, etc.). Operating conditions of first and second electromagnetic devices 40, 50 (e.g., as motors, as generators, etc.) may vary based on the operating mode associated with transmission 30.

According to the exemplary embodiment shown in fig. 2, a drive system for a vehicle, shown as drive system 100, includes an engine 20, a transmission 30, a first electromagnetic device 40, and a second electromagnetic device 50. Transmission 30 may include a first electromagnetic device 40 and a second electromagnetic device 50. As shown in fig. 2, transmission 30 includes a first power transmission device or gear set, shown as power splitting planetary gear train 110, and a second power transmission device or gear set, shown as output planetary gear train 120. In one embodiment, power splitting planetary gear train 110 and output planetary gear train 120 are positioned outside of first electromagnetic device 40 and second electromagnetic device 50 (e.g., on either side of first electromagnetic device 40 and second electromagnetic device 50, sandwiching first electromagnetic device 40 and second electromagnetic device 50, not between first electromagnetic device 40 and second electromagnetic device 50, etc.). As shown in fig. 2, one or both of power splitting planetary gear train 110 and output planetary gear train 120 are disposed between first electromagnetic device 40 and second electromagnetic device 50 (e.g., sandwiched by first electromagnetic device 40 and second electromagnetic device 50, etc.).

Referring to the exemplary embodiment shown in fig. 2, power splitting planetary gear train 110 is a planetary gear set that includes a sun gear 112, a ring gear 114, and a plurality of planet gears 116. According to an exemplary embodiment, a plurality of planet gears 116 couple the sun gear 112 to the ring gear 114. As shown in fig. 2, a carrier 118 rotatably supports a plurality of planet gears 116. In one embodiment, first electromagnetic device 40 is directly coupled to sun gear 112 such that power splitting planetary gear train 110 is coupled to first electromagnetic device 40. For example, first electromagnetic device 40 may include or be coupled to a shaft (e.g., a first shaft, an input shaft, an output shaft, etc.) that is directly coupled to sun gear 112.

Still referring to the exemplary embodiment shown in fig. 2, the output planetary gear train 120 is a planetary gear set that includes a sun gear 122, a ring gear 124, and a plurality of planet gears 126. According to an exemplary embodiment, a plurality of planet gears 126 couple the sun gear 122 to the ring gear 124. As shown in fig. 2, a carrier 128 rotatably supports a plurality of planet gears 126. In one embodiment, second electromagnetic device 50 is directly coupled to sun gear 122 such that output planetary gear train 120 is coupled to second electromagnetic device 50. For example, second electromagnetic device 50 may include or be coupled to a shaft (e.g., a second shaft, an input shaft, an output shaft, etc.) that is directly coupled to sun gear 122. According to the exemplary embodiment shown in fig. 2, carrier 118 is directly coupled to carrier 128, thereby coupling power splitting planetary gear train 110 to output planetary gear train 120. In one embodiment, directly coupling the carrier 118 to the carrier 128 synchronizes the rotational speed of the carrier 118 and the carrier 128.

According to the exemplary embodiment shown in fig. 2, the carrier 118 is directly rotationally coupled with an output shaft, shown as output shaft 32. Output shaft 32 may be coupled to at least one of rear axle drive shaft 76 and front axle drive shaft 66. For example, the output shaft 32 may be coupled to a transfer case and/or rear axle drive shaft 76, with the transmission 30 installed in place of the conventional mechanical through transmission. In another embodiment, the output is a PTO output and the output shaft 32 is connected thereto. The clutch assembly may be engaged and disengaged to selectively couple at least one of the front axle drive shaft 66, the transfer case, and the rear axle drive shaft 76 to the output shaft 32 of the transmission 30 (e.g., to facilitate operation of the vehicle in a rear wheel drive mode, an all wheel drive mode, a four wheel drive mode, a front wheel drive mode, etc.). As shown in fig. 2, the transmission 30 includes an auxiliary shaft, shown as an intermediate shaft 34. In some embodiments, countershaft 34 is offset (e.g., radially offset) from first electromagnetic device 40, second electromagnetic machine 50, power splitting planetary gear train 110, and/or output planetary gear train 120. As shown in fig. 2, transmission 30 includes a shaft shown as connecting shaft 36. A clutch, shown as neutral clutch 22, is positioned to selectively couple the engine 20 to the connecting shaft 36. The neutral clutch 22 may be a component of the engine 20 or the transmission 30 or a separate component. According to an exemplary embodiment, the neutral clutch 22 and the connecting shaft 36 directly couple the engine 20 to the power splitting planetary gear train 110. In one embodiment, the neutral clutch 22 and the connecting shaft 36 directly couple the engine 20 with the ring gear 114 of the power splitting planetary 110. According to an exemplary embodiment, the power splitting planetary gear train 110 is at least one of directly coupled to a power take-off ("PTO") (e.g., a live PTO, etc.) and directly powering the power take-off ("PTO"). For example, the ring gear 114 and/or carrier 118 of the power splitting planetary gear train 110 may be at least one of directly coupled to and directly powering the PTO. According to an alternative embodiment, the neutral clutch 22 is omitted and the connecting shaft 36 is directly coupled to the engine 20.

As shown in fig. 2, the transmission 30 includes a first clutch, shown as an input coupling clutch 140. According to an exemplary embodiment, input coupling clutch 140 is positioned to selectively couple second electromagnetic device 50 with engine 20. The input coupling clutch 140 may thereby selectively couple the engine 20 to the output planetary gear train 120. As shown in fig. 2, the connecting shaft 36 extends from the neutral clutch 22, through the input coupling clutch 140 and the second electromagnetic device 50, and through the output planetary gear train 120 to the power splitting planetary gear train 110. Input coupling clutch 140 may selectively couple second electromagnetic device 50 with connecting shaft 36. Thus, the input coupling clutch 140 may selectively couple the connecting shaft 36 to the sun gear 122 of the output planetary gear train 120. According to an exemplary embodiment, first and second electromagnetic devices 40, 50 (e.g., input/output shafts thereof, etc.) are aligned (e.g., radially aligned, etc.) with power splitting planetary gear train 110, output planetary gear train 120, connecting shaft 36, and/or output shaft 32 (e.g., their centerlines are aligned, forming a through or in-line transmission arrangement, etc.).

The intermediate shaft 34 is rotationally coupled to the carrier 118 of the power splitting planetary gear train 110, and thereby rotationally coupled to the output shaft 32. According to the exemplary embodiment shown in FIG. 2, transmission 30 also includes a second clutch, shown as output coupling clutch 150. An output coupling clutch 150 is positioned to selectively couple the intermediate shaft 34 to the ring gear 124 of the output planetary gear train 120. In some embodiments, the countershaft 34 is rotationally coupled (e.g., selectively rotationally coupled, etc.) to one or more outputs, shown as PTO output 80 (e.g., to drive one or more hydraulic pumps, to power one or more hydraulic systems, to power one or more power generation systems, to power one or more pneumatic systems, etc.). In other embodiments, one or more outputs are used to provide power (e.g., drive, etc.) to a vehicle associated with transmission 30.

The transmission 30 may also include a third clutch, shown in FIG. 2 as a secondary output clutch 42. In other embodiments, the secondary output clutch 42 is omitted. According to an exemplary embodiment, secondary output clutch 42 is positioned to selectively couple first electromagnetic device 40 with output shaft 32. The secondary output clutch 42 may thereby selectively couple the output shaft 32 and the carrier 118 to the sun gear 112 of the power splitting planetary 110. As shown in fig. 2, output shaft 32 extends from power splitting planetary gear 110 through first electromagnetic device 40 and out through secondary output clutch 42. In other embodiments, the secondary output clutch 42 is omitted.

In some embodiments, neutral clutch 22 is biased to an engaged position (e.g., with a spring, etc.) and selectively disengaged (e.g., by applying pressurized hydraulic fluid, etc.). In some embodiments, the input coupling clutch 140 is biased to a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., by application of pressurized hydraulic fluid, etc.). In some embodiments, the output coupling clutch 150 is biased to a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., by applying pressurized hydraulic fluid, etc.). In some embodiments, the secondary output clutch 42 is biased to a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., by application of pressurized hydraulic fluid, etc.). In other embodiments, one or more of neutral clutch 22, input-coupled clutch 140, output-coupled clutch 150, and secondary output clutch 42 are hydraulically biased and spring released.

Referring again to the exemplary embodiment shown in FIG. 2, the transmission 30 includes a brake, shown as output brake 170. According to an exemplary embodiment, the output brake 170 is positioned to selectively inhibit movement of at least a portion of the output planetary gear train 120 (e.g., the ring gear 124, etc.). In one embodiment, the output brake 170 is biased to a disengaged position (e.g., with a spring, etc.) and selectively engaged (e.g., by applying pressurized hydraulic fluid, etc.). In other embodiments, the output brake 170 is hydraulically biased and spring released. In other embodiments, the components of the transmission 30 are still otherwise engaged and disengaged (e.g., pneumatically, etc.). For example, the output brake 170 and the output coupling clutch 150 may be engaged simultaneously, providing a driveline brake such that rotational motion of at least one of the output planetary gear train 120 (e.g., ring gear 124, etc.), the power splitting planetary gear train 110 (e.g., carrier 118, etc.), the intermediate shaft 34, and the output shaft 32 is selectively limited.

As shown in fig. 2, the transmission 30 includes a gear set 180 that couples the carrier 118 and the carrier 128 to the intermediate shaft 34. In one embodiment, gear set 180 includes a first gear, shown as gear 182, which meshes with a second gear, shown as gear 184. As shown in fig. 2, the gear 182 is rotatably coupled to the carrier 118 and the carrier 128. For example, the gear 182 may be secured to a component (e.g., a shaft, a tube, etc.) that couples the carrier 118 and the carrier 128. As shown in fig. 2, gear 184 is rotatably coupled to intermediate shaft 34. For example, gear 184 may be directly fixed to intermediate shaft 34.

According to an exemplary embodiment, the transmission 30 includes a gear set, shown as gear set 190, that couples the output planetary gear train 120 to the countershaft 34. As shown in fig. 2, the gear set 190 includes a first gear, shown as gear 192, coupled to the ring gear 124 of the output planetary gear train 120. According to an exemplary embodiment, gear 192 meshes with a second gear, shown as gear 194. As shown in FIG. 2, gear 194 is connected to a third gear, shown as gear 196. Gear 194 may reverse the direction of rotation of the output provided by gear 192 (e.g., gear 194 may facilitate rotation of intermediate shaft 34 in the same direction as gear 192, etc.). In other embodiments, gear 192 is directly coupled with gear 196. For example, gear set 190 may not include gear 194, and gear 192 may be directly coupled to gear 196 (e.g., meshed with gear 196, etc.). As shown in fig. 2, the output coupling clutch 150 is positioned to selectively couple the gear 196 with the output shaft 32 when engaged. With the output coupling clutch 150 disengaged, relative motion (e.g., rotation, etc.) may occur between the gear 196 and the countershaft 34. For example, the output coupling clutch 150 may be engaged to couple the ring gear 124 to the countershaft 34. Output brake 170 is positioned to selectively limit movement of gear 192, and thus ring gear 124, gear 194 and gear 196 when engaged.

According to the exemplary embodiment shown in FIG. 3, a control system 200 for a vehicle (e.g., vehicle 10, etc.) includes a controller 210. In one embodiment, the controller 210 is configured to selectively engage, selectively disengage, or otherwise communicate with components of the vehicle according to various operating modes. As shown in FIG. 3, a controller 210 is coupled to engine 20. In one embodiment, the controller 210 is configured to selectively engage the engine 20 (e.g., a throttle interface with the engine, etc.) such that the output of the engine 20 rotates at a target rate. According to an exemplary embodiment, controller 210 is coupled to, and may send and receive signals with, first electromagnetic device 40 and second electromagnetic device 50. For example, controller 210 may send command signals related to at least one of a target operating mode, a target rotational speed, and a target rotational direction of first electromagnetic device 40 and second electromagnetic device 50. As shown in fig. 3, first electromagnetic device 40 and second electromagnetic device 50 are electrically coupled (e.g., via a power transmission system, etc.). For example, the power generated by first electromagnetic device 40 may be utilized by second electromagnetic device 50 (e.g., to provide output torque as a motor, etc.), or the power generated by second electromagnetic device 50 may be utilized by first electromagnetic device 40 (e.g., to provide output torque as a motor, etc.). The controller 210 is configured to selectively engage and selectively disengage the neutral clutch 22, the secondary output clutch 42, the input coupling clutch 140, the output coupling clutch 150, and the output brake 170, either directly or through interaction with another component (e.g., a pump, a valve, a solenoid, a motor, etc.).

According to an exemplary embodiment, drive system 100 includes an energy storage device (e.g., a battery, etc.). In such embodiments, the battery may be charged and recharged by the electromagnetic device that generates the electrical power. The battery may power an electromagnetic device that powers the vehicle to propel the vehicle. In some embodiments, a battery may always be used as part of drive system 100. In other embodiments, the battery may be used only when excess electricity has to be stored or excess power is required to power the vehicle.

According to an alternative embodiment, drive system 100 may be configured to operate with first electromagnetic device 40 and second electromagnetic device 50 without an additional electrical power source. Additional electrical power sources include, for example, batteries and other energy storage devices. First and second

electromagnetic devices

40, 50 may operate in a power balanced manner without an energy storage device. One of the electromagnetic devices may provide all of the power required by the other electromagnetic device (and the power required to compensate for power losses). First and second

electromagnetic devices

40, 50 may operate without either (a) providing power to the energy storage device or (b) consuming power from the energy storage device. Accordingly, the sum of the power generated or consumed by first electromagnetic device 40, the power generated or consumed by second electromagnetic device 50, and the power loss may be zero. According to the embodiment of fig. 1 to 3, two electromagnetic devices are shown. In other embodiments, the system includes three or more electromagnetic devices.

According to the exemplary embodiment shown in fig. 3, control system 200 includes a user interface 220 coupled to a controller 210. In one embodiment, the user interface 220 includes a display and an operator input. The display may be configured to display a graphical user interface, images, icons, or other information. In one embodiment, the display includes a graphical user interface configured to provide general information about the vehicle (e.g., vehicle speed, fuel level, warning lights, etc.). The graphical user interface may be configured to also display the current operating mode, various potential operating modes, or other information related to transmission 30 and/or drive system 100. For example, the graphical user interface may be configured to provide specific information regarding the operation of drive system 100 (e.g., whether neutral clutch 22, secondary output clutch 42, input coupling clutch 140, output coupling clutch 150, and/or output brake 170 is engaged or disengaged, a fault condition in which at least one of neutral clutch 22, secondary output clutch 42, input coupling clutch 140, output coupling clutch 150, and/or output brake 170 fails to engage or disengage in response to a command signal, etc.).

The operator input may be used by an operator to provide commands to at least one of engine 20, transmission 30, first electromagnetic device 40, second electromagnetic device 50, and drive system 100, or yet another component of the vehicle. The operator input may include one or more buttons, knobs, touch screens, switches, joysticks, or handles. In one embodiment, an operator may press a button to change the operating mode of at least one of the transmission 30, the drive system 100, and the vehicle. The operator can manually control some or all aspects of the operation of the transmission 30 using the display and operator inputs. It should be understood that any type of display or input control may be implemented with the systems and methods described herein.

The controller 210 may be implemented as a general purpose processor, an Application Specific Integrated Circuit (ASIC), one or more Field Programmable Gate Arrays (FPGAs), a Digital Signal Processor (DSP), a circuit containing one or more processing components, circuitry for supporting a microprocessor, a set of processing components, or other suitable electronic processing components. According to the exemplary embodiment shown in fig. 3, controller 210 includes processing circuitry 212 and memory 214. The processing circuitry 212 may include an ASIC, one or more FPGAs, a DSP, circuitry comprising one or more processing components, circuitry to support a microprocessor, a set of processing components, or other suitable electronic processing components. In some embodiments, the processing circuit 212 is configured to execute computer code stored in the memory 214 to facilitate the activities described herein. Memory 214 may be any volatile or non-volatile computer-readable storage medium capable of storing data or computer code related to the activities described herein. According to an exemplary embodiment, the memory 214 includes computer code modules (e.g., executable code, object code, source code, script code, machine code, etc.) that are configured to be executed by the processing circuit 212. According to an exemplary embodiment, memory 214 includes various actuation profiles corresponding to operating modes (e.g., for transmission 30, for drive system 100, for a vehicle, etc.). In some implementations, the controller 210 may represent a collection of processing devices (e.g., servers, data centers, etc.). In this case, processing circuit 212 represents a collective processor of the device, and memory 214 represents a collective storage of the device.

Referring next to the exemplary embodiment illustrated in fig. 4-12, transmission 30 is configured to operate according to a plurality of operating modes. Various operating modes of the transmission 30 are identified in table 1 below. In other embodiments, a vehicle having transmission 30 is configured to operate according to the various operating modes shown in fig. 4-12 and identified in table 1 below.

Table 1

As shown in table 1, "X" represents the engaged or closed component of the drive system 100 (e.g., output brake 170, input coupling clutch 140, etc.) during the corresponding mode of operation. The secondary output clutch 42 is disengaged in each of the modes shown in table 1.

In each of the modes shown in table 1 and fig. 4-12, the neutral clutch 22 is engaged. When engaged, the neutral clutch 22 couples the engine 20 to the transmission 30. When disengaged, the neutral clutch 22 disengages the engine 20 from the transmission 30. Thus, the neutral clutch 22 may be used to isolate the engine 20 from the transmission 30. Neutral clutch 22 may facilitate maintenance or towing of vehicle 10. Further, with neutral clutch 22 disengaged, solenoid 40 and/or solenoid 50 may be used to drive output shaft 32 and/or countershaft 34 (e.g., to drive one or more PTO outputs 80) independently of engine 20 (e.g., without engine 20 running).

Throughout each of the modes shown in table 1 and fig. 4-12, the secondary output clutch 42 is disengaged. When engaged, the secondary output clutch 42 limits rotation of the output shaft 32 and carrier 118 relative to the sun gear 112, thereby preventing rotation of the planet gears 116 about their central axes. Thus, secondary output clutch 42 limits rotation of ring gear 114 relative to carrier 118 such that rotation of connecting shaft 36 causes corresponding rotation of output shaft 32 and solenoid 40. According to an exemplary embodiment, the only energy flow path for engagement of the neutral clutch 22 and the secondary output clutch 42 includes: engine 20 provides a rotational mechanical energy input to connecting shaft 36 through neutral clutch 22; the connecting shaft 36 transmits the rotational mechanical energy to the ring gear 114; the ring gear 114 transmits rotational mechanical energy to a plurality of planet gears 116; the planet gears 116 cause the carrier 118 and the sun gear 112 to rotate (e.g., the planet gears 116 may not rotate relative to the carrier 118 or the sun gear 112 due to the coupling caused by the secondary output clutch 42, etc.); sun gear 112 drives first electromagnetic device 40 such that first electromagnetic device 40 operates as a generator (e.g., generates electrical energy, etc.); and carrier 118 drives output shaft 32. With secondary output clutch 42 engaged, ring gear 124 and sun gear 122 may be free to rotate such that second electromagnetic device 50 may rotate independently of engine 20.

As shown in fig. 4 and 5, the transmission 30 is selectively reconfigured into a neutral/launch mode. The neutral/launch mode may provide true neutral for the transmission 30. In one embodiment, at least one of first electromagnetic device 40 and second electromagnetic device 50 includes and/or is coupled to an energy storage device (e.g., a capacitor, a battery, etc.) configured to store energy (e.g., electrical energy, chemical energy, etc.) associated with drive system 100. In one embodiment, rotation of first electromagnetic device 40 rotates connecting shaft 36 to start engine 20 (e.g., with neutral clutch 22, output coupling clutch 150, and output brake 170 engaged, etc.). In another embodiment, rotation of second electromagnetic device 50 rotates connecting shaft 36 to start engine 20 (e.g., with neutral clutch 22 and input coupling clutch 140 engaged, etc.). First or second

electromagnetic device

40, 50 may be configured to provide a rotational mechanical energy input (e.g., torque, etc.) to engine 20 via connecting shaft 36 to use the stored energy to start engine 20.

In an alternative embodiment, the engine 20 includes a conventional starting mechanism (e.g., a starter motor, etc.) that is configured to start the engine 20 (e.g., in response to a vehicle start request, in response to an engine start request, etc.). The vehicle start request and/or the engine start request may include an indication to turn the engine "on" from an "off" state. The vehicle may include at least one of a button, a graphical user interface, an ignition device, and another device for user interaction to provide or trigger a vehicle start request and/or an engine start request. Engine 20 may provide a rotational mechanical energy input to at least one of first electromagnetic device 40 and/or second electromagnetic device 50. First and second

electromagnetic devices

40, 50 may be brought to a threshold value (e.g., a threshold speed for a target time period, a threshold power generation amount for a target time period, etc.) that establishes a necessary DC bus voltage for controlling first and/or second

electromagnetic devices

40, 50. Both first and second

electromagnetic devices

40, 50 may thereafter be activated and controlled within and/or to a desired state. The power electronics of control system 200 that control the motor to motor function may be brought online during the neutral/start mode.

As shown in fig. 4 and table 1, when the transmission 30 is configured in the neutral/launch mode, the neutral clutch 22, the output coupling clutch 150, and the output brake 170 are engaged. According to an exemplary embodiment, engaging neutral clutch 22, output brake 170, and output coupling clutch 150 selectively restricts rotational movement of portions of both power splitting planetary gear train 110 and output planetary gear train 120. For example, engaging output brake 170 may inhibit rotational movement of ring gear 124, gear 192, gear 194, and gear 196 such that each gear remains rotationally fixed. Engaging output coupling clutch 150 may inhibit rotational movement of intermediate shaft 34 such that intermediate shaft 34 remains rotationally fixed (e.g., due to gear 196 being fixed and output coupling clutch 150 being engaged, etc.). With intermediate shaft 34 rotationally fixed, gear set 180 and carrier 118 become rotationally fixed, thereby isolating output shaft 32 from engine 20, first electromagnetic device 40, and second electromagnetic device 50 in the neutral/start mode. Such isolation may substantially eliminate the possibility of a vehicle leaning forward during launch (e.g., transmission 30 does not provide output torque to tires 62 and/or tires 72, etc.). Alternatively, as shown in fig. 5, the output coupling clutch 150 may be disengaged (e.g., before starting, during starting, after starting, etc.). However, disengaging the output coupling clutch 150 may not prevent rotation of the intermediate shaft 34 and, thus, the output shaft 32.

According to an exemplary embodiment, the energy flow path in the neutral/start mode comprises: first electromagnetic device 40 provides a rotational mechanical energy input to sun gear 112 that is received by a plurality of planet gears 116; the plurality of planet gears 116 rotate about their central axes (e.g., the planet gears 116 may not rotate about the sun gear 112, as the carrier 118 may be rotationally fixed, etc.); a plurality of planet gears 116 transmit rotational mechanical energy to the ring gear 114; ring gear 114 transfers the rotational mechanical energy to neutral clutch 22 via connecting shaft 36 such that the rotational mechanical energy provided by first electromagnetic device 40 cranks engine 20.

The alternate energy flow path in the neutral/start mode may include: starting the engine 20 with a conventional starting mechanism, the engine 20 providing a rotational mechanical energy input to the ring gear 114 that is received by the plurality of planet gears 116; the plurality of planet gears 116 rotate about their central axes (e.g., the planet gears 116 may or may not rotate about the sun gear 112, as the carrier 118 may be rotationally fixed or may be rotationally fixed, etc.); the plurality of planet gears 116 transmit rotational mechanical energy to the sun gear 112; and sun gear 112 transfers the rotational mechanical energy to first electromagnetic device 40 to bring first electromagnetic device 40 to a threshold value for establishing the requisite DC bus voltage and controlling first electromagnetic device 40 and/or second electromagnetic device 50 in a desired state. For example, a neutral/start mode may be used to start engine 20, establish a necessary DC bus voltage, or otherwise output power without relying on controller 210 to engage first electromagnetic device 40 and/or second electromagnetic device 50. The transmission 30 may provide increased output power potential relative to conventional transmission systems.

As shown in fig. 6, transmission 30 is selectively reconfigured into a low-range operating mode such that transmission 30 allows low output speed operation with high output torque (e.g., in a forward direction of travel, etc.). The low-range mode increases the drag of the vehicle (e.g., facilitates the vehicle maintaining a speed at a certain level, etc.). In one embodiment, engine 20 provides a rotational mechanical energy input to transmission 30 such that first electromagnetic device 40 generates electrical power and second electromagnetic device 50 uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine 20 and second electromagnetic device 50 provide a rotational mechanical energy input to drive at least one of tires 62 and tires 72. In an alternative embodiment, when transmission 30 is configured in the low-range forward mode, first electromagnetic device 40 operates as a motor and second electromagnetic device 50 operates as a generator. In yet another alternative embodiment, both first electromagnetic device 40 and second electromagnetic device 50 operate as generators in the low-range forward mode. In yet another embodiment, the transmission 30 is not selectively reconfigurable into a low range operating mode. In one such embodiment, transmission 30 does not include countershaft 34, does not include gear set 190 (e.g., gear 192, gear 194, gear 196, etc.), and does not include output coupling clutch 150. In embodiments in which the transmission 30 is not selectively reconfigurable into the low range operating mode, the transmission 30 may additionally or alternatively not include the gear set 180.

As shown in fig. 6 and table 1, when the transmission 30 is configured in the low range mode, the neutral clutch 22 and the output coupling clutch 150 are engaged. As shown in fig. 6, output coupling clutch 150 couples gear set 190 to intermediate shaft 34. Thus, when engine 20 provides a rotational mechanical energy input to transmission 30, at least one of engine 20 and second electromagnetic device 50 drives output shaft 32 through the interaction of connecting shaft 36 and intermediate shaft 34 with power-splitting planetary gear train 110, respectively. According to an exemplary embodiment shown in fig. 6, the energy flow path for the low range comprises: engine 20 provides a rotational mechanical energy input to connecting shaft 36 through neutral clutch 22; the connecting shaft 36 transmits the rotational mechanical energy to the ring gear 114; the ring gear 114 rotates the plurality of planet gears 116 about their central axes as well as about the sun gear 112, causing the carrier 118 and the output shaft 32 to rotate; and rotation of plurality of planet gears 116 about the central axis rotates sun gear 112, thereby driving first electromagnetic device 40 such that first electromagnetic device 40 operates as a generator (e.g., generates electrical energy, etc.).

Still referring to fig. 6, rotation of the carrier 118 drives the carrier 128 and the gear set 180. The carrier 128 drives the plurality of planet gears 126 in rotation about the sun gear 122 and about their own central axis. In one embodiment, second electromagnetic device 50 receives electrical energy generated by first electromagnetic device 40. Thus, second electromagnetic device 50 operates as a motor, providing a rotational mechanical energy input to sun gear 122. The sun gear 122 transfers the rotational mechanical energy to a plurality of planet gears 126 such that each planet gear also rotates about its own central axis. The plurality of planet gears 126 drive the ring gear 124, and rotation of the ring gear 124 drives the gear set 190. According to the exemplary embodiment shown in fig. 6, gear set 180 and gear set 190 transfer torque to and from intermediate shaft 34 with output coupling clutch 150 engaged. Thus, engine 20 and second electromagnetic device 50 move the vehicle at a low speed and with a high output torque.

As shown in FIG. 7, the transmission 30 is selectively reconfigured into a mid-range mode of operation. In the mid-range operating mode, the transmission 30 may facilitate mid-range output speed operation (e.g., in a forward direction of travel, etc.). The speed range associated with the mid-range operating mode may be greater than that of a conventional transmission (i.e., transmission 30 may provide increased coverage in the mid-range, etc.). The mid-range mode may improve low output speed torque and high output speed power. In one embodiment, engine 20 provides a rotational mechanical energy input such that first electromagnetic device 40 generates electrical power and second electromagnetic device 50 uses the generated electrical power to provide a rotational mechanical energy output. Second electromagnetic device 50 thereby provides a rotational mechanical energy input to drive at least one of tires 62 and tires 72. In an alternative embodiment, when transmission 30 is configured in the mid-range mode, second electromagnetic device 50 operates as a generator and first electromagnetic device 40 operates as a motor. In yet another alternative embodiment, both first electromagnetic device 40 and second electromagnetic device 50 operate as generators in the mid-range mode.

As shown in fig. 7 and table 1, when the transmission 30 is configured in the mid-range mode, the neutral clutch 22 and the output brake 170 are engaged. As shown in fig. 7, output brake 170 inhibits rotation of gear set 190 (e.g., gear 192, gear 194, gear 196, etc.). The output brake 170 thereby rotationally fixes the ring gear 124. In one embodiment, engaging the output brake 170 substantially eliminates power droop between the output and input modes of the transmission 30. According to the exemplary embodiment shown in fig. 7, the energy flow path for mid-range forward mode comprises: the engine 20 provides a rotational mechanical energy input to the connecting shaft 36, which is transmitted to the ring gear 114; the ring gear 114 drives the plurality of planet gears 116 to rotate about their own central axes as well as about the sun gear 112, such that both the carrier 118 and the sun gear 112 rotate; and rotation of the carrier 118 drives the output shaft 32.

With ring gear 124 fixed by output brake 170, second electromagnetic device 50 may operate as a motor. In one embodiment, second electromagnetic device 50 receives electrical energy generated by first electromagnetic device 40. First electromagnetic device 40 operates as a generator, removing rotational mechanical energy from sun gear 112. Sun gear 122 transfers the rotational mechanical torque from second electromagnetic device 50 to a plurality of planet gears 126 such that each planet gear also rotates about sun gear 122 (e.g., at an increased rotational speed, etc.). Rotation of the plurality of planet gears 126 (e.g., by the sun gear 122, etc.) drives the carrier 128, and thus the carrier 118. The carrier 118 drives the output shaft 32 at a mid-range output speed so that the vehicle can be driven at the mid-range output speed.

As shown in fig. 8, transmission 30 is selectively reconfigured into a high-range operating mode such that transmission 30 allows high output speed operation (e.g., in a forward direction of travel, etc.). In one embodiment, engine 20 provides a rotational mechanical energy input such that second electromagnetic device 50 generates electrical power, and first electromagnetic device 40 uses the generated electrical power to provide a rotational mechanical energy output. As such, at least one of engine 20 and first electromagnetic device 40 provide rotational mechanical energy to drive at least one of tires 62 and tires 72. In an alternative embodiment, when transmission 30 is configured in the high-range mode, first electromagnetic device 40 operates as a generator and second electromagnetic device 50 operates as a motor.

As shown in fig. 8 and table 1, when the transmission 30 is configured in the high range mode, the neutral clutch 22 and the input coupling clutch 140 are engaged. As shown in fig. 8, engagement of input coupling clutch 140 with connecting shaft 36 rotationally couples engine 20 and second electromagnetic device 50. For example, engine 20 may provide a rotational mechanical energy input to connecting shaft 36 such that second electromagnetic device 50 generates electrical energy. In one embodiment, first electromagnetic device 40 receives electrical energy generated by second electromagnetic device 50. First electromagnetic device 40 operates as a motor, providing a rotational mechanical energy input to sun gear 112, which drives a plurality of planet gears 116 and a carrier 118.

Still referring to fig. 8, power from the engine 20 is transmitted to the ring gear 114 and the plurality of planet gears 116. A plurality of planet gears 116 are driven by at least one of engine 20 (e.g., via ring gear 114, etc.) and first electromagnetic device 40 (e.g., via sun gear 112, etc.). Carrier 118 rotates, which drives output shaft 32 such that the rotational mechanical energy provided by engine 20 and first electromagnetic device 40 drives the vehicle at a high range of speeds.

As shown in fig. 9, the transmission 30 is selectively reconfigured into a mid-shift operating mode that facilitates shifting (i.e., shifting, changing modes, etc.) of the transmission 30 between the mid-range operating mode and the high-range operating mode. According to the embodiment shown in fig. 9, when the transmission 30 is selectively reconfigured into the intermediate shift operating mode, the neutral clutch 22, the input coupling clutch 140 and the output brake 170 are engaged. According to an exemplary embodiment, when various types of oil are used for components of the transmission 30, and when valve non-linearities that may be present in one or more valves of the transmission 30 are experienced, the intermediate shift mode provides a smooth and robust shift strategy that functions reliably even under a wide variety of operating conditions. The mid shift mode may provide zero inertia shifts through and across two or more overlapping ranges (e.g., mid-range and high-range, etc.). According to the exemplary embodiment shown in fig. 7-9, the mid-shift mode eliminates the need to simultaneously disengage the output brake 170 and engage the input coupling clutch 140 to shift from the mid-range mode to the high-range mode or vice versa. The mid shift mode reduces the jerk associated with simultaneously disengaging the output brake 170 and engaging the input coupling clutch 140 to shift from the mid range to the high range, thereby providing a smoother ride.

During operation, the mid shift mode may be used to shift from the mid-range mode to the high-range mode or from the high-range mode to the mid-range mode. In one embodiment, when shifting between the mid-range mode and the high-range mode, both the input coupling clutch 140 and the output brake 170 are engaged for a period of time before disengaging either the input coupling clutch 140 or the output brake 170. Transmission 30 may be selectively reconfigured into the intermediate shift mode in response to one or more inputs to meet a predetermined threshold condition, including a rotational speed of second electromagnetic device 50 and a rotational speed of connecting shaft 36 and/or engine 20. One or more sensors may be positioned to monitor a rotational speed of at least one of engine 20, connecting shaft 36, a portion of second electromagnetic device 50, or yet another component. A controller (e.g., controller 210, etc.) may reconfigure transmission 30 to the intermediate shift mode in response to sensing signals provided by one or more sensors.

As shown in FIG. 10, the transmission 30 is selectively reconfigured into a low-speed reverse mode of operation. In one embodiment, engine 20 provides a rotational mechanical energy input to transmission 30 such that first electromagnetic device 40 generates electrical power, and second electromagnetic device 50 uses the generated electrical power to provide a rotational mechanical energy input to transmission 30. As such, at least one of engine 20 and second electromagnetic device 50 provide rotational mechanical energy to drive at least one of tires 62 and tires 72 in opposite directions (e.g., rearward, etc.). In an alternative embodiment, when transmission 30 is configured in the low-range reverse mode, first electromagnetic device 40 operates as a motor and second electromagnetic device 50 operates as a generator.

As shown in fig. 10 and table 1, when the transmission 30 is configured in the low reverse mode, the neutral clutch 22 and the output coupling clutch 150 are engaged. As shown in FIG. 10, the low speed reverse mode is substantially similar to the low range mode of FIG. 6 in that the output coupling clutch 150 couples the gear set 190 to the output shaft 32. In the low speed reverse mode, second electromagnetic device 50 may provide a rotational mechanical energy input to transmission 30 in an opposite direction as compared to the low range mode of FIG. 6.

As shown in fig. 11, transmission 30 is selectively reconfigured into a medium speed reverse operating mode such that transmission 30 allows medium speed reverse output speed operation. In one embodiment, engine 20 provides a rotational mechanical energy input such that first electromagnetic device 40 generates electrical power, and second electromagnetic device 50 uses the generated electrical power to provide a rotational mechanical energy input to transmission 30. As such, at least one of engine 20 and second electromagnetic device 50 provide a rotational mechanical energy input to drive at least one of tires 62 and tires 72 in an opposite direction (e.g., rearward). In an alternative embodiment, when transmission 30 is configured in a medium speed reverse mode, second electromagnetic device 50 operates as a generator and first electromagnetic device 40 operates as a motor. In yet another alternative embodiment, both first electromagnetic device 40 and second electromagnetic device 50 operate as generators in the medium speed reverse mode.

As shown in fig. 11 and table 1, when the transmission 30 is configured in the medium speed reverse mode, the neutral clutch 22 and the output brake 170 are engaged. As shown in fig. 11, output brake 170 inhibits rotation of gear set 190 (e.g., gear 192, gear 194, gear 196, etc.). The output brake 170 thereby rotationally fixes the ring gear 124. According to the exemplary embodiment shown in fig. 11, the energy flow path for the medium speed reverse mode includes: the engine 20 provides a rotational mechanical energy input to the connecting shaft 36, which is transmitted to the ring gear 114; and the ring gear 114 drives the plurality of planet gears 116 to rotate about their own central axes as well as about the sun gear 112, such that both the carrier 118 and the sun gear 112 rotate.

Still referring to fig. 11, rotation of the carrier 118 drives the carrier 128, which rotates the plurality of planet gears 126 about their own central axes as well as about the sun gear 122. With ring gear 124 fixed by output brake 170, second electromagnetic device 50 may operate as a motor. In one embodiment, second electromagnetic device 50 receives electrical energy generated by first electromagnetic device 40. Thus, first electromagnetic device 40 operates as a generator, removing rotational mechanical energy from sun gear 112. Second electromagnetic device 50 receives electrical energy from first electromagnetic device 40 to apply a rotational mechanical torque to sun gear 122. The sun gear 122 transfers the rotational mechanical torque to the plurality of planet gears 126 such that each planet gear also rotates about the sun gear 122 (e.g., at an increased rotational speed, etc.). Rotation of the plurality of planet gears 126 (e.g., by the sun gear 122, etc.) drives the carrier 128, and thus the carrier 118. The carrier 118 drives the output shaft 32 at an intermediate reverse output speed so that the vehicle can be driven at the intermediate reverse output speed.

As shown in FIG. 12, transmission 30 is selectively reconfigured into a generating mode such that rotation of connecting shaft 36 rotates first and second

electromagnetic devices

40 and 50 to generate electrical power. In one embodiment, the power is stored for future use. In another embodiment, the power is used to power internal devices (e.g., control system 200, components of a vehicle, etc.) and/or external devices. As shown in fig. 12 and table 1, when the transmission 30 is configured in the generating mode, the neutral clutch 22 and the input coupling clutch 140 are engaged.

According to an exemplary embodiment, engine 20 provides a rotational mechanical energy input to connecting shaft 36 that drives both first electromagnetic device 40 and second electromagnetic device 50. As shown in fig. 12, second electromagnetic device 50 is rotationally coupled to engine 20 via engagement of input coupling clutch 140 with connecting shaft 36 such that second electromagnetic device 50 generates electrical power. According to an exemplary embodiment shown in fig. 12, an energy flow path for a power generation mode includes: the connecting shaft 36 provides rotational mechanical energy to the ring gear 114 of the power splitting planetary 110; the ring gear 114 transfers rotational mechanical energy from the connecting shaft 36 to a plurality of planet gears 116; the plurality of planet gears 116 rotate about their own central axes, thereby transferring rotational mechanical energy to the sun gear 112; sun gear 112 provides rotational mechanical energy from engine 20 to first electromagnetic device 40 via the shaft of first electromagnetic device 40 such that first electromagnetic device 40 generates electrical power. In some embodiments, brakes are applied to front axle 60 and/or rear axle 70 to prevent movement of vehicle 10 in the generate mode.

According to an alternative embodiment, the engine 20 does not provide a rotational mechanical energy input to drive the vehicle. For example, first electromagnetic device 40, second electromagnetic device 50, and/or another device may store energy during the aforementioned modes of operation. When sufficient energy is stored (e.g., above a threshold level, etc.), at least one of first and second

electromagnetic devices

40, 50 may provide a rotational mechanical energy output such that the vehicle is driven without input from engine 20 (e.g., an electric mode, etc.).

Although the figures may show a specific order of method steps, the order of steps may differ from that depicted. Also, two or more steps may be performed concurrently or with partial concurrence. Such variations will depend on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the present disclosure. Likewise, a software implementation can be accomplished with standard programming techniques with rule based logic and other logic to accomplish the various connection steps, processing steps, comparison steps and decision steps.

As used herein, the terms "approximately," "about," "substantially," and similar terms are intended to have a broad meaning consistent with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. Those skilled in the art who review this disclosure will appreciate that these terms are intended to allow description of certain features described and claimed without limiting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or variations of the described and claimed subject matter are considered within the scope of the invention as recited in the appended claims.

It should be noted that the terms "exemplary" and "embodiment" as used herein to describe various embodiments are intended to indicate that such embodiments are possible examples, representations, and/or illustrations of possible embodiments (and such terms are not intended to imply that such embodiments are necessarily the most particular or best examples).

As used herein, the terms "coupled," "connected," and the like refer to two members being joined to one another either directly or indirectly. Such joining may be fixed (e.g., permanent, etc.) or movable (e.g., removable, releasable, etc.). Such joining may be achieved with the two members or the two members and any additional intermediate members being integrally formed as a single unitary body with one another or with the two members or the two members and any additional intermediate members being attached to one another.

References herein to the position of elements (e.g., "top," "bottom," "above," "below," "between," etc.) are used merely to describe the orientation of the various elements in the figures. It should be noted that the orientation of the various elements may differ according to other exemplary embodiments, and such variations are intended to be covered by the present disclosure.

Furthermore, the term "or" is used in its inclusive sense (and not its exclusive sense) such that when used, for example, to connect a list of elements, the term "or" means one, some, or all of the elements in the list. Conjunctive language such as the phrase "at least one of X, Y and Z," unless expressly stated otherwise, is understood in this context to be commonly used to express items, terms, etc. that may be X, Y, Z, X and Y, X and Z, Y and Z, or X, Y and Z (i.e., any combination of X, Y and Z). Thus, these conjunctive languages are generally not intended to imply that certain embodiments require the presence of at least one of X, at least one of Y, and at least one of Z, respectively, unless otherwise stated.

It is important to note that the construction and arrangement of the system as shown in the exemplary embodiment is illustrative only. Although only a few embodiments of the present disclosure have been described in detail, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements. It should be noted that the assembly of elements and/or components described herein may be constructed of any of a variety of materials that provide sufficient strength or durability, in any of a variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of this invention. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the preferred and other exemplary embodiments without departing from the scope of the present disclosure or the spirit of the appended claims.

Claims

1. A drive system for a vehicle, the drive system comprising:

a first planetary gear set;

a second planetary gear set directly coupled to the first planetary gear set;

an engine directly coupled to the first planetary gear set with a connecting shaft, wherein the first planetary gear set, the second planetary gear set, and the connecting shaft are radially aligned;

a first electromagnetic device coupled to the first planetary gear set, wherein the first electromagnetic device includes a first shaft;

a second electromagnetic device directly coupled to the second planetary gear set, wherein the second electromagnetic device includes a second shaft, wherein the first shaft and the second shaft are radially aligned with the first planetary gear set, the second planetary gear set, and the connecting shaft, and wherein the connecting shaft extends through the second electromagnetic device and through the second planetary gear set to the first planetary gear set; and

an output shaft coupled to the first planetary gear set, wherein the output shaft is radially aligned with the first planetary gear set, the second planetary gear set, and the connecting shaft, forming a through transmission arrangement.

2. The drive system of claim 1, further comprising a clutch positioned to selectively rotationally couple the second shaft to the connecting shaft, wherein the second electromagnetic device is rotationally engaged with the engine when the clutch is engaged.

3. The drive system of claim 2, further comprising an auxiliary shaft radially offset from the connecting shaft and the output shaft, wherein the auxiliary shaft is rotationally coupled to the first planetary gear set.

4. The drive system of claim 3, the clutch defining a first clutch, the drive system further comprising a second clutch positioned to selectively rotationally couple the second planetary gearset to the auxiliary shaft when engaged.

5. The drive system of claim 4, further comprising a brake positioned to selectively restrict rotation of a portion of the second planetary gear set when engaged.

6. The drive system of claim 1, wherein the output shaft is directly coupled to the first planetary gear set.

7. A drive system according to claim 6, wherein the output shaft extends away from the first planetary gear set and through the first electromagnetic device.

8. The drive system of claim 7, further comprising a clutch positioned to selectively rotationally couple the output shaft to the first shaft of the first electromagnetic device when engaged.

9. The drive system of claim 1, wherein the first and second planetary gear sets are disposed between the first and second electromagnetic devices.

10. A drive system for a vehicle, the drive system comprising:

a first gear set including a first sun gear, a first ring gear, a first plurality of planet gears coupling the first sun gear to the first ring gear, and a first carrier rotationally supporting the first plurality of planet gears;

a second gear set including a second sun gear, a second ring gear, a second plurality of planet gears coupling the second sun gear to the second ring gear, and a second carrier rotationally supporting the second plurality of planet gears, wherein the first carrier is directly coupled to the second carrier;

a connecting shaft coupling an engine to the first gear set;

a first electromagnetic device coupled to the first gear set;

a second electromagnetic device coupled to the second gear set;

an output shaft directly coupled to the first carrier, wherein the output shaft is configured to transmit power from the first electromagnetic device, the second electromagnetic device, and the engine to a traction element of the vehicle; and is

Wherein the output shaft is aligned with the connecting shaft, the first electromagnetic device, and the second electromagnetic device, thereby forming a through transmission arrangement.

11. The drive system of claim 10, wherein the connecting shaft directly couples the engine to the first ring gear, wherein the first electromagnetic device is directly coupled to the first sun gear, and wherein the second electromagnetic device is directly coupled to the second sun gear.

12. The drive system of claim 10, further comprising a clutch positioned to selectively rotationally couple the second electromagnetic device to the connecting shaft when engaged.

13. The drive system of claim 10, further comprising: an auxiliary shaft radially offset from the connecting shaft and the output shaft; and a clutch positioned to selectively rotationally couple the second gear set to the auxiliary shaft when engaged, wherein the auxiliary shaft is rotationally coupled to the first gear set.

14. The drive system of claim 13, wherein the auxiliary shaft is coupled to the first carrier, and wherein the clutch is positioned to selectively rotationally couple the second ring gear to the auxiliary shaft when engaged.

15. A drive system according to claim 10, further comprising a brake positioned to selectively restrict rotation of the second ring gear when engaged.

16. The drive system of claim 10, wherein the first and second gear sets are disposed between the first and second electromagnetic devices.

17. A vehicle, the vehicle comprising:

a multi-mode transmission, the multi-mode transmission comprising:

a first gear set and a second gear set, the first gear set comprising a planetary gear set having a planetary gear carrier, wherein the planetary gear carrier and the second gear set are directly coupled;

a first motor/generator coupled to the first gear set;

a second motor/generator coupled to the second gear set; and

an output shaft directly coupled to the planet gear carrier of the first gear set and configured to selectively receive rotational mechanical energy from the first motor/generator and the second motor/generator;

an engine directly coupled to the first gear set and selectively coupled to the second gear set; and

a transaxle coupled to the output shaft of the multi-mode transmission.

18. The vehicle of claim 17, further comprising a clutch positioned to selectively couple the second gear set to an auxiliary shaft, wherein the planet gear carrier of the first gear set is coupled to the auxiliary shaft.

19. The vehicle of claim 18, further comprising a brake, wherein the second gear set comprises a planetary gear set having a ring gear, wherein the brake is positioned to selectively restrict rotation of the ring gear when engaged.

20. The vehicle of claim 19, the clutch defining a first clutch, the vehicle further comprising a second clutch positioned to selectively couple the second motor/generator to the engine.