CONTROL SYSTEM AND WORK VEHICLE

Abstract

A control system, and a work vehicle. A control system includes a transmission with a directional clutch and control assembly clutches coupled and configured for selective engagement to transfer power. A controller is configured to selectively engage the directional clutch and control assembly clutches with clutch commands to implement a first split mode in which combined power is transferred to drive the output shaft, a first direct drive mode in which power is transferred only from the motor to drive the output shaft, and a first series mode in which power is transferred primarily from at least one motor to drive the output shaft.The controller is further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement the power of at least one motor with the power of the drive to operate the output shaft.

Description

/ 42 CONTROL SYSTEM AND WORK VEHICLE FIELD DESCRIPTION

[001] This description refers generally to a control system for a work vehicle, and more specifically to a power control system for a work vehicle transmission. FUNDAMENTALS OF DESCRIPTION

[002] In a common mode of operation, known as a shuttle shift, the direction of movement of the work vehicle is changed, usually under load. A common example is a backhoe that moves in one direction to pick up or collect a load, then lifts the load and reverses direction, usually involving a rotational movement, and unloads the load. This sequence is then reversed and is often repeated many times. As the transmission decelerates to implement the shuttle shift, the transmission implements a series mode in which power is generated primarily with a motor rather than the drive. SUMMARY OF DESCRIPTION

[003] The description provides a power control system for a work vehicle transmission.

[004] In one aspect, the description provides a control system for operating a transmission system of a work vehicle having a propeller and at least one motor configured to generate power to an output shaft. The control system includes a transmission operationally positioned between the propeller, the at least one motor, and the output shaft. The transmission includes at least one directional clutch and a plurality of control assembly clutches coupled and configured for selective engagement to transfer power from the propeller and the at least one motor to drive the output shaft according to a plurality of modes. The control system includes a controller, having a processor and Petition 870200135291, dated 10 / 27 / 2020, page 11 / 66 / 42 CONTROL SYSTEM AND WORK VEHICLE FIELD DESCRIPTION

[001] This description refers generally to a control system for a work vehicle, and more specifically to a power control system for a work vehicle transmission. FUNDAMENTALS OF DESCRIPTION

[002] In a common mode of operation, known as a shuttle shift, the direction of movement of the work vehicle is changed, usually under load. A common example is a backhoe that moves in one direction to pick up or collect a load, then lifts the load and reverses direction, usually involving a rotational movement, and unloads the load. This sequence is then reversed and is often repeated many times. As the transmission decelerates to implement the shuttle shift, the transmission implements a series mode in which power is generated primarily with a motor rather than the drive. SUMMARY OF DESCRIPTION

[003] The description provides a power control system for a work vehicle transmission.

[004] In one aspect, the description provides a control system for operating a transmission system of a work vehicle having a propeller and at least one motor configured to generate power to an output shaft. The control system includes a transmission operationally positioned between the propeller, the at least one motor, and the output shaft. The transmission includes at least one directional clutch and a plurality of control assembly clutches coupled and configured for selective engagement to transfer power from the propeller and the at least one motor to drive the output shaft according to a plurality of modes. The control system includes a controller, having a processor and Petition 870200135291, dated 10 / 27 / 2020, page 11 / 66 / 42 memory architecture, configured to selectively engage at least one directional clutch and the plurality of control assembly clutches with clutch commands to implement plurality modes, including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of control assembly clutches is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft,A first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power only from the drive motor to drive the output shaft, and a first series mode in which at least one of the plurality of clutches in the control assembly is fully engaged to transfer power primarily from at least one motor to drive the output shaft. The controller is further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement the power of at least one motor with the power of the drive motor to drive the output shaft.

[005] In another aspect, a work vehicle is provided with and includes a propulsion system; at least one continuously variable power source (CVP); an output shaft; a transmission operationally positioned between the propulsion system, at least one motor, and the output shaft. The transmission includes at least one directional clutch and a plurality of control assembly clutches coupled and configured for selective engagement to transfer power from the propulsion system and at least one motor to drive the output shaft in a plurality of modes. The work vehicle further includes a controller, having a processor and memory architecture, configured to selectively drive at least one Petition 870200135291, dated 10 / 27 / 2020, page 12 / 66 / 42 memory architecture, configured to selectively engage at least one directional clutch and the plurality of control assembly clutches with clutch commands to implement plurality modes, including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of control assembly clutches is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft,A first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power only from the drive motor to drive the output shaft, and a first series mode in which at least one of the plurality of clutches in the control assembly is fully engaged to transfer power primarily from at least one motor to drive the output shaft. The controller is further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement the power of at least one motor with the power of the drive motor to drive the output shaft.

[005] In another aspect, a work vehicle is provided with and includes a propulsion system; at least one continuously variable power source (CVP); an output shaft; a transmission operationally positioned between the propulsion system, at least one motor, and the output shaft. The transmission includes at least one directional clutch and a plurality of control assembly clutches coupled and configured for selective engagement to transfer power from the propulsion system and at least one motor to drive the output shaft in a plurality of modes. The work vehicle further includes a controller, having a processor and memory architecture, configured to selectively drive at least one Petition 870200135291, dated 10 / 27 / 2020, page 12 / 66 / 42 directional clutch and the plurality of control assembly clutches with clutch commands to implement the plurality of modes, including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of control assembly clutches is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft, a first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of control assembly clutches is fully engaged to transfer power only from the propeller to drive the output shaft and a first series mode in which at least one of the plurality of control assembly clutches is fully engaged to transfer power mainly from at least one motor to drive the output shaft.The controller is further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement the power of at least one motor with the power of the drive to operate the output shaft.

[006] Details of one or more embodiments are presented in the attached drawings and in the description below. Other features and advantages will be evident from the description and drawings, and from the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[007] FIG. 1 is a side view of an exemplary work vehicle using a power control system according to an exemplary embodiment of this description; FIG. 2 is a transmission system for implementing the power control system of the exemplary work vehicle of FIG. 1, according to an exemplary embodiment. Petition 870200135291, dated 10 / 27 / 2020, page 13 / 66 / 42 directional clutch and the plurality of control assembly clutches with clutch commands to implement the plurality of modes, including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of control assembly clutches is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft, a first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of control assembly clutches is fully engaged to transfer power only from the propeller to drive the output shaft and a first series mode in which at least one of the plurality of control assembly clutches is fully engaged to transfer power mainly from at least one motor to drive the output shaft.The controller is further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement the power of at least one motor with the power of the drive to operate the output shaft.

[006] Details of one or more embodiments are presented in the attached drawings and in the description below. Other features and advantages will be evident from the description and drawings, and from the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[007] FIG. 1 is a side view of an exemplary work vehicle using a power control system according to an exemplary embodiment of this description; FIG. 2 is a transmission system for implementing the power control system of the exemplary work vehicle of FIG. 1, according to an exemplary embodiment. Petition 870200135291, dated 10 / 27 / 2020, p. 13 / 66 / 42

[008] FIG. 3 is a data flow diagram of a power control system controller according to an exemplary embodiment; and FIGS. 4 to 6 are data representations of various parameters during the operation of the temporary transmission boost function according to an exemplary embodiment.

[009] Similar reference numbers and designations in the various drawings indicate similar elements. DETAILED DESCRIPTION

[0010] What follows describes one or more examples of embodiments of the transmission system (or vehicle) described, as shown in the attached figures of the drawings briefly described above. Various modifications to the exemplary embodiments may be contemplated by one skilled in the art.

[0011] For convenience of notation, “component” may be used in this document, particularly in the context of a planetary gear set, to indicate a power transmission element, such as a center gear, a ring gear, or a planetary gear carrier. Furthermore, references to a “continuously” variable transmission, transmission system, or power source will be understood as also encompassing, in various embodiments, configurations including an “infinitely” variable transmission, transmission system, or power source.

[0012] In the discussion below, several exemplary configurations of shafts, gears, and other power transmission elements are described. It will be understood that several alternative configurations may be possible, within the spirit of this description. For example, several configurations may use multiple shafts in place of a single shaft (or a single shaft in place of multiple shafts), may interpose one or more Petition 870200135291, dated 10 / 27 / 2020, p. 14 / 66 / 42

[008] FIG. 3 is a data flow diagram of a power control system controller according to an exemplary embodiment; and FIGS. 4 to 6 are data representations of various parameters during the operation of the temporary transmission boost function according to an exemplary embodiment.

[009] Similar reference numbers and designations in the various drawings indicate similar elements. DETAILED DESCRIPTION

[0010] What follows describes one or more examples of embodiments of the transmission system (or vehicle) described, as shown in the attached figures of the drawings briefly described above. Various modifications to the exemplary embodiments may be contemplated by one skilled in the art.

[0011] For convenience of notation, “component” may be used in this document, particularly in the context of a planetary gear set, to indicate a power transmission element, such as a center gear, a ring gear, or a planetary gear carrier. Furthermore, references to a “continuously” variable transmission, transmission system, or power source will be understood as also encompassing, in various embodiments, configurations including an “infinitely” variable transmission, transmission system, or power source.

[0012] In the discussion below, several exemplary configurations of shafts, gears, and other power transmission elements are described. It will be understood that several alternative configurations may be possible, within the spirit of this description. For example, several configurations may use multiple shafts in place of a single shaft (or a single shaft in place of multiple shafts), may interpose one or more Petition 870200135291, dated 10 / 27 / 2020, p. 14 / 66 / 42 pulley gears between various shafts or gears for the transmission of rotational power and so on.

[0013] As used in this document, “direct” or “directly” can be used to indicate the transmission of power between two system elements without an intermediate conversion of the power to another form. For example, power can be considered to be “directly” transmitted by a propeller to an output component if the power is transferred via a series of shafts, clutches, and gears (e.g., multiple straight, bevel, summing, or other gears) without being converted to a different form by a CVP (e.g., without being converted to electrical or hydraulic power by an electric generator or a hydraulic pump). In certain configurations, the fluid transfer of rotational power by a torque converter can also be considered “direct.”

[0014] In contrast, power cannot be considered to be transmitted “directly” between two system elements if some portion of the power is converted to another form during transmission. For example, power cannot be considered to be “directly” transmitted between a propeller and an output component if a portion of the propeller power is converted to a different form by a CVP, even if that portion is subsequently reconverted into rotational power (e.g., by another CVP) and then recombined with the unconverted propeller power (e.g., by a summing planetary gear or other summing assembly).

[0015] Also, as used in this document, “between” can be used with reference to a specific sequence or order of power transmission elements, rather than in relation to the physical orientation or placement of the elements. For example, a clutch device can be considered as being “between” a propeller and a component of Petition 870200135291, dated 10 / 27 / 2020, page 15 / 66 / 42 pulley gears between various shafts or gears for the transmission of rotational power and so on.

[0013] As used in this document, “direct” or “directly” can be used to indicate the transmission of power between two system elements without an intermediate conversion of the power to another form. For example, power can be considered to be “directly” transmitted by a propeller to an output component if the power is transferred via a series of shafts, clutches, and gears (e.g., multiple straight, bevel, summing, or other gears) without being converted to a different form by a CVP (e.g., without being converted to electrical or hydraulic power by an electric generator or a hydraulic pump). In certain configurations, the fluid transfer of rotational power by a torque converter can also be considered “direct.”

[0014] In contrast, power cannot be considered to be transmitted “directly” between two system elements if some portion of the power is converted to another form during transmission. For example, power cannot be considered to be “directly” transmitted between a propeller and an output component if a portion of the propeller power is converted to a different form by a CVP, even if that portion is subsequently reconverted into rotational power (e.g., by another CVP) and then recombined with the unconverted propeller power (e.g., by a summing planetary gear or other summing assembly).

[0015] Also, as used in this document, “between” can be used with reference to a specific sequence or order of power transmission elements, rather than in relation to the physical orientation or placement of the elements. For example, a clutch device can be considered as being “between” a propeller and a component of Petition 870200135291, dated 10 / 27 / 2020, page 15 / 66 / 42 output if the power is routed to the output component via the clutch device, whether or not the engine and the output component are on physically opposite sides of the clutch device.

[0016] A power control system is implemented in a vehicle with a transmission system with a propeller and one or more additional power sources, such as one or more motors, which individually and collectively provide power to drive the vehicle and perform work functions. For example, the power control system may implement one or more split modes in which the power from the propeller and the motor are combined in the transmission to provide output torque, one or more direct drive modes in which the power from the propeller alone provides the output torque, and one or more series modes in which the power primarily from the motor provides the output torque.

[0017] The power control system includes a transmission with a series of clutches to implement the various modes. Generally, the clutches, after actuation, are fully engaged to implement the modes. However, as described in this document, the power control system can implement a temporary boost function during the series mode in which one or more clutches are partially engaged so that the propeller power can be used to supplement the motor power. When using the power control system of the present description, the temporary boost function provides more consistent power, typically without the need for a larger motor to otherwise provide the commanded power, thus improving packaging and cost.

[0018] As used in this document, the term “temporary” boost function refers to a temporary or momentary application of propeller torque through a transmission during a series mode where power is otherwise generated solely by a motor or other power source. Petition 870200135291, dated 10 / 27 / 2020, page 16 / 66 / 42 output if the power is routed to the output component via the clutch device, whether or not the engine and the output component are on physically opposite sides of the clutch device.

[0016] A power control system is implemented in a vehicle with a transmission system with a propeller and one or more additional power sources, such as one or more motors, which individually and collectively provide power to drive the vehicle and perform work functions. For example, the power control system may implement one or more split modes in which the power from the propeller and the motor are combined in the transmission to provide output torque, one or more direct drive modes in which the power from the propeller alone provides the output torque, and one or more series modes in which the power primarily from the motor provides the output torque.

[0017] The power control system includes a transmission with a series of clutches to implement the various modes. Generally, the clutches, after actuation, are fully engaged to implement the modes. However, as described in this document, the power control system can implement a temporary boost function during the series mode in which one or more clutches are partially engaged so that the propeller power can be used to supplement the motor power. When using the power control system of the present description, the temporary boost function provides more consistent power, typically without the need for a larger motor to otherwise provide the commanded power, thus improving packaging and cost.

[0018] As used in this document, the term “temporary” boost function refers to a temporary or momentary application of propeller torque through a transmission during a series mode where power is otherwise generated solely by a motor or other power source. Petition 870200135291, dated 10 / 27 / 2020, page 16 / 66 / 42 continuous power. Despite the temporary boost function, the series mode is still considered a series mode, since the application of the propeller torque is only temporary and a substantial portion of the torque during the series mode (e.g., more than 50% of the mode time) is only a result of the engine torque. Furthermore, the supplementary torque of the temporary boost function is the result of only a partial engagement of an appropriate clutch, in contrast to the split modes where the respective clutch is fully engaged. Further details will be provided below.

[0019] With reference to Figure 1, a work vehicle 100 includes a power control system 102 implemented with a controller 104 to control components of a transmission system 106 of the vehicle 100. Generally, the transmission system 106 includes one or more thrusters, motors, batteries, and power transfer elements to power the vehicle 100 in forward and reverse directions, as well as to provide mechanical or electrical power to various additional systems of the vehicle 100. As described in more detail below, the power control system 102 is used to implement a temporary boost function to provide a smoother power transition to and from a series mode, such as during a change of direction of travel.

[0020] In FIG. 1, vehicle 100 is described as a tractor. It will be understood, however, that other configurations may be possible, including configurations with vehicle 100 as a different type of tractor, a combine harvester, a log skidder, a motor grader, or one of several other types of work vehicles. It will further be understood that the transmission system described 106 may also be used in non-commercial vehicles and non-vehicular applications (e.g., fixed-location electrical installations). Petition 870200135291, dated 10 / 27 / 2020, page 17 / 66 / 42 continuous power. Despite the temporary boost function, the series mode is still considered a series mode, since the application of the propeller torque is only temporary and a substantial portion of the torque during the series mode (e.g., more than 50% of the mode time) is only a result of the engine torque. Furthermore, the supplementary torque of the temporary boost function is the result of only a partial engagement of an appropriate clutch, in contrast to the split modes where the respective clutch is fully engaged. Further details will be provided below.

[0019] With reference to Figure 1, a work vehicle 100 includes a power control system 102 implemented with a controller 104 to control components of a transmission system 106 of the vehicle 100. Generally, the transmission system 106 includes one or more thrusters, motors, batteries, and power transfer elements to power the vehicle 100 in forward and reverse directions, as well as to provide mechanical or electrical power to various additional systems of the vehicle 100. As described in more detail below, the power control system 102 is used to implement a temporary boost function to provide a smoother power transition to and from a series mode, such as during a change of direction of travel.

[0020] In FIG. 1, vehicle 100 is described as a tractor. It will be understood, however, that other configurations may be possible, including configurations with vehicle 100 as a different type of tractor, a combine harvester, a log skidder, a motor grader, or one of several other types of work vehicles. It will further be understood that the transmission system described 106 may also be used in non-commercial vehicles and non-vehicular applications (e.g., fixed-location electrical installations). Petition 870200135291, dated 10 / 27 / 2020, page 17 / 66 / 42

[0021] Generally, the controller 104 implements the operation of the power control system 102, transmission system 106, and other aspects of the vehicle 100, including any of the functions described herein. The controller 104 can be configured as computing devices with associated processor devices and memory architectures, such as hydraulic, electric, or electro-hydraulic controllers, or otherwise. In this way, the controller 104 can be configured to perform various computational and control functionalities in relation to the vehicle 100. The controller 104 may be in electronic, hydraulic, or other communication with various other systems or devices of the vehicle 100, including via a CAN bus (not shown). For example, the controller 104 may be in electronic or hydraulic communication with various actuators, sensors, and other devices inside (or outside) the vehicle 100, some of which are discussed in more detail below.

[0022] In some embodiments, the controller 104 can be configured to receive input commands and interface with an operator via a human-machine interface or operator interface, including typical steering, acceleration, speed, and wheel braking controls, as well as other suitable controls. In one embodiment, these operator interfaces may include a lever or other transmission selection device 108 that facilitates operator interaction with the power transfer elements of the transmission system 106, particularly those that initiate a change of direction of travel, for example, the transition between forward and reverse directions of travel, and / or the temporary boost function described below.

[0023] As noted above, vehicle 100 may include one or more sensors in communication to provide various types of feedback and data to controller 104 in order to implement the functions described herein. Petition 870200135291, dated 10 / 27 / 2020, page 18 / 66 / 42

[0021] Generally, the controller 104 implements the operation of the power control system 102, transmission system 106, and other aspects of the vehicle 100, including any of the functions described herein. The controller 104 can be configured as computing devices with associated processor devices and memory architectures, such as hydraulic, electric, or electro-hydraulic controllers, or otherwise. In this way, the controller 104 can be configured to perform various computational and control functionalities in relation to the vehicle 100. The controller 104 may be in electronic, hydraulic, or other communication with various other systems or devices of the vehicle 100, including via a CAN bus (not shown). For example, the controller 104 may be in electronic or hydraulic communication with various actuators, sensors, and other devices inside (or outside) the vehicle 100, some of which are discussed in more detail below.

[0022] In some embodiments, the controller 104 can be configured to receive input commands and interface with an operator via a human-machine interface or operator interface, including typical steering, acceleration, speed, and wheel braking controls, as well as other suitable controls. In one embodiment, these operator interfaces may include a lever or other transmission selection device 108 that facilitates operator interaction with the power transfer elements of the transmission system 106, particularly those that initiate a change of direction of travel, for example, the transition between forward and reverse directions of travel, and / or the temporary boost function described below.

[0023] As noted above, vehicle 100 may include one or more sensors in communication to provide various types of feedback and data to controller 104 in order to implement the functions described herein. Petition 870200135291, dated 10 / 27 / 2020, page 18 / 66 / 42, such as transmission modes and / or temporary boost functions. These sensors may include a vehicle speed sensor 110 that collects information associated with vehicle speed 100; one or more directional clutch sensors 112, 113 that collect information associated with the positions of one or more transmission clutch elements; a CVP sensor 114 that collects torque and / or speed information associated with the variable power sources described below; and / or an output torque sensor 116 that collects information associated with the output of a power control system transmission 102. One or more of the sensors 110, 112, 113, 114, 116 may be omitted.

[0024] With reference now to FIG. 2, an exemplary transmission system 106 is described as implementation aspects of the power control system 102. As shown and discussed in more detail below, the power control system 102 can be considered as including the transmission system 106 and the controller 104, which is in communication with the various components of the transmission system 106 and additionally receives information from the transmission selection device 108 and sensors 110, 112, 113, 114, 116 (FIG. 1). The characteristics of the transmission system 106, including examples of alternatives to the represented transmission system 106, can be described in U.S. Publication No. US 2018 / 0043764, which is jointly owned by the assignee of this application and incorporated herein by reference.

[0025] The transmission system 106 may include a propeller 118, which may be an internal combustion engine of various known configurations. The transmission system 106 may also include a first continuously variable power source (CVP) 120 (e.g., an electric or hydraulic motor) and a second CVP 122 (e.g., an electric or hydraulic motor), which may be connected together by a conduit 124 (e.g., an electric or hydraulic conduit). The transmission system Petition 870200135291, dated 10 / 27 / 2020, page 19 / 66 / 42, such as transmission modes and / or temporary boost functions. These sensors may include a vehicle speed sensor 110 that collects information associated with vehicle speed 100; one or more directional clutch sensors 112, 113 that collect information associated with the positions of one or more transmission clutch elements; a CVP sensor 114 that collects torque and / or speed information associated with the variable power sources described below; and / or an output torque sensor 116 that collects information associated with the output of a power control system transmission 102. One or more of the sensors 110, 112, 113, 114, 116 may be omitted.

[0024] With reference now to FIG. 2, an exemplary transmission system 106 is described as implementation aspects of the power control system 102. As shown and discussed in more detail below, the power control system 102 can be considered as including the transmission system 106 and the controller 104, which is in communication with the various components of the transmission system 106 and additionally receives information from the transmission selection device 108 and sensors 110, 112, 113, 114, 116 (FIG. 1). The characteristics of the transmission system 106, including examples of alternatives to the represented transmission system 106, can be described in U.S. Publication No. US 2018 / 0043764, which is jointly owned by the assignee of this application and incorporated herein by reference.

[0025] The transmission system 106 may include a propeller 118, which may be an internal combustion engine of various known configurations. The transmission system 106 may also include a first continuously variable power source (CVP) 120 (e.g., an electric or hydraulic motor) and a second CVP 122 (e.g., an electric or hydraulic motor), which may be connected together by a conduit 124 (e.g., an electric or hydraulic conduit). The transmission system Petition 870200135291, dated 10 / 27 / 2020, page 19 / 66 / 42 106 includes a transmission 126 that transfers power from the propeller 118, first CVP 120 and / or second CVP 122 to an output shaft 128. As described below, the transmission 126 includes a series of gear, clutch and control assemblies to properly drive the output shaft 128 at different speeds in multiple directions. Generally, in one example, the transmission 126 of the transmission system 106 to implement the power control system 102 can be any type of infinitely variable transmission arrangement. As noted above, the CVP sensor 114 (FIG. 1) can be provided to collect speed and / or torque information associated with the second CVP 122 and the output torque sensor 116 (FIG. 1) can be provided to collect torque information associated with the transmission output shaft 128.

[0026] The propeller 118 can provide rotational power through a propeller output element, such as a flywheel, to a propeller shaft 130 according to commands from the controller 104 based on the desired operation. The propeller shaft 130 can be configured to provide rotational power to a gear 132. The gear 132 can be engaged with a gear 134, which can be supported (e.g., fixed to) a shaft 136. The shaft 136 can be substantially parallel and spaced from the propeller shaft 130. The shaft 136 can support various components of the transmission system 106, as will be discussed in detail.

[0027] Gear 132 can also be intertwined with gear 138, which is supported (e.g., fixed to) a shaft 140. Shaft 140 can be substantially parallel and spaced from the propeller shaft 130, and shaft 140 can be connected to the first CVP 120. Consequently, the mechanical power of the propeller (i.e., the propeller power) can transfer through the propeller shaft 130, to the intertwined gears 132, 138, to shaft 140, and to the first CVP 120. The first CVP 120 Petition 870200135291, dated 10 / 27 / 2020, p. 20 / 66 / 42 106 includes a transmission 126 that transfers power from the propeller 118, first CVP 120 and / or second CVP 122 to an output shaft 128. As described below, the transmission 126 includes a series of gear, clutch and control assemblies to properly drive the output shaft 128 at different speeds in multiple directions. Generally, in one example, the transmission 126 of the transmission system 106 to implement the power control system 102 can be any type of infinitely variable transmission arrangement. As noted above, the CVP sensor 114 (FIG. 1) can be provided to collect speed and / or torque information associated with the second CVP 122 and the output torque sensor 116 (FIG. 1) can be provided to collect torque information associated with the transmission output shaft 128.

[0026] The propeller 118 can provide rotational power through a propeller output element, such as a flywheel, to a propeller shaft 130 according to commands from the controller 104 based on the desired operation. The propeller shaft 130 can be configured to provide rotational power to a gear 132. The gear 132 can be engaged with a gear 134, which can be supported (e.g., fixed to) a shaft 136. The shaft 136 can be substantially parallel and spaced from the propeller shaft 130. The shaft 136 can support various components of the transmission system 106, as will be discussed in detail.

[0027] Gear 132 can also be intertwined with gear 138, which is supported (e.g., fixed to) a shaft 140. Shaft 140 can be substantially parallel and spaced from the propeller shaft 130, and shaft 140 can be connected to the first CVP 120. Consequently, the mechanical power of the propeller (i.e., the propeller power) can transfer through the propeller shaft 130, to the intertwined gears 132, 138, to shaft 140, and to the first CVP 120. The first CVP 120 Petition 870200135291, dated 10 / 27 / 2020, page 20 / 66 / 42, can convert this power into an alternative form (e.g., electrical or hydraulic power) for transmission through conduit 124 to the second CVP 122. This converted and transmitted power can then be reconverted by the second CVP 122 to mechanical output along a shaft 142. Various known control devices (not shown) can be provided to regulate this conversion, transmission, reconversion, and so forth. Furthermore, in some embodiments, shaft 142 can support a gear 144 (or other similar component). The gear 144 can be entangled and can transfer power to a gear 146. The gear 144 can also be entangled and can transfer power to a gear 148.Therefore, the power of the second CVP 122 (i.e., the CVP power) can be divided between gear 146 and gear 148 for transmission to other components, as will be discussed in more detail below.

[0028] The transmission system 106 may also include a variator 150 which represents an example of an arrangement that allows infinitely variable power transmission between the propeller 118 and CVPs 120, 122 and the output shaft 128. As discussed below, this arrangement also allows the power control system 102 in which the mechanical energy of the propeller 118 can be used to increase the CVP power in a series mode. Other arrangements of the variator 150, propeller 118 and CVPs 120, 122 may be provided.

[0029] In some embodiments, the inverter 150 may include at least two planetary gear sets. In some embodiments, the planetary gear sets may be interconnected and supported on a common shaft, such as shaft 136, and the planetary gear sets 152, 160 may be substantially concentric. In other embodiments, the different planetary gear sets 152, 160 may be supported on respective, separate shafts that are not concentric. The Petition 870200135291, dated 10 / 27 / 2020, page 21 / 66 / 42, can convert this power into an alternative form (e.g., electrical or hydraulic power) for transmission through conduit 124 to the second CVP 122. This converted and transmitted power can then be reconverted by the second CVP 122 for mechanical output along a shaft 142. Various known control devices (not shown) can be provided to regulate this conversion, transmission, reconversion, and so forth. Furthermore, in some embodiments, shaft 142 can support a gear 144 (or other similar component). The gear 144 can be entangled and can transfer power to a gear 146. The gear 144 can also be entangled and can transfer power to a gear 148.Therefore, the power of the second CVP 122 (i.e., the CVP power) can be divided between gear 146 and gear 148 for transmission to other components, as will be discussed in more detail below.

[0028] The transmission system 106 may also include a variator 150 which represents an example of an arrangement that allows infinitely variable power transmission between the propeller 118 and CVPs 120, 122 and the output shaft 128. As discussed below, this arrangement also allows the power control system 102 in which the mechanical energy of the propeller 118 can be used to increase the CVP power in a series mode. Other arrangements of the variator 150, propeller 118 and CVPs 120, 122 may be provided.

[0029] In some embodiments, the inverter 150 may include at least two planetary gear sets. In some embodiments, the planetary gear sets may be interconnected and supported on a common shaft, such as shaft 136, and the planetary gear sets 152, 160 may be substantially concentric. In other embodiments, the different planetary gear sets 152, 160 may be supported on respective, separate shafts that are not concentric. The Petition 870200135291, dated 10 / 27 / 2020, p. 21 / 66 / 42 arrangement of planetary gear sets can be configured according to the available space inside the vehicle 100 to package the transmission system 106.

[0030] As shown in embodiment FIG. 2, the variator 150 may include a first planetary gear set (i.e., a “low” planetary gear set) 152 with a first central gear 154, first planetary gears and associated carrier 156 and a first ring gear 158. Furthermore, the variator 150 may include a second planetary gear set (i.e., a “high” planetary gear set) 160 with a second central gear 162, first planetary gears and associated carrier 164 and a second ring gear 166. The second planetary gears and the carrier 164 may be directly attached to the first ring gear 158. Also, the second planetary gears and the carrier 164 may be directly attached to a shaft 168 having a gear 170 attached to it. Furthermore, the second ring gear 166 may be directly attached to a gear 172.As shown, shaft 168, gear 170, and gear 172 can each receive and be substantially concentric to shaft 136. Although not specifically shown, it will be appreciated that transmission system 106 may include several bearings to support these components concentrically. Specifically, shaft 168 may be rotationally fixed by means of a bearing to shaft 136, and gear 172 may be rotationally fixed by means of another bearing to shaft 168.

[0031] On the opposite side of the variator 150 (from left to right in FIG. 2), the gear 148 can be mounted (e.g., fixed) on a shaft 174, which also supports the first and second central gears 154, 162. In some embodiments, the shaft 174 may be hollow and may receive the Petition 870200135291, dated 10 / 27 / 2020, page 22 / 66 / 42 arrangement of planetary gear sets can be configured according to the available space inside the vehicle 100 to package the transmission system 106.

[0030] As shown in embodiment FIG. 2, the variator 150 may include a first planetary gear set (i.e., a “low” planetary gear set) 152 with a first central gear 154, first planetary gears and associated carrier 156 and a first ring gear 158. Furthermore, the variator 150 may include a second planetary gear set (i.e., a “high” planetary gear set) 160 with a second central gear 162, first planetary gears and associated carrier 164 and a second ring gear 166. The second planetary gears and the carrier 164 may be directly attached to the first ring gear 158. Also, the second planetary gears and the carrier 164 may be directly attached to a shaft 168 having a gear 170 attached to it. Furthermore, the second ring gear 166 may be directly attached to a gear 172.As shown, shaft 168, gear 170, and gear 172 can each receive and be substantially concentric to shaft 136. Although not specifically shown, it will be appreciated that transmission system 106 may include several bearings to support these components concentrically. Specifically, shaft 168 may be rotationally fixed by means of a bearing to shaft 136, and gear 172 may be rotationally fixed by means of another bearing to shaft 168.

[0031] On the opposite side of the variator 150 (from left to right in FIG. 2), the gear 148 can be mounted (e.g., fixed) on a shaft 174, which also supports the first and second central gears 154, 162. In some embodiments, the shaft 174 may be hollow and may receive the Petition 870200135291, dated 10 / 27 / 2020, page 22 / 66 / 42 shaft 136. A bearing (not shown) can rotationally support shaft 174 on shaft 136 substantially concentrically.

[0032] Furthermore, the first planetary gears and the associated carrier 156 can be fixed to a gear 176. The gear 176 can be entangled with a gear 178, which is fixed to a shaft 180. The shaft 180 can be substantially parallel and spaced from the shaft 136.

[0033] As noted above, the transmission system 106 can be configured to release power (from the engine 118, the first HP 120 and / or the second HP 122) to the output shaft 128 or other output component via the transmission 126. The output shaft 128 can be configured to transmit this received power to the wheels of the vehicle 100, to a power take-off (PTO) shaft, to a gearbox, to an implement or other component of the vehicle 100.

[0034] The transmission system 106 may have a plurality of selectable modes, such as direct drive modes, split-path modes, and series modes. In a direct drive mode, the power of the propeller 118 may be transmitted to the output shaft 128, and the power of the second CVP 122 may be prevented from transferring to the output shaft 128. In a split-path mode, the power of the propeller 118 and the second CVP 122 may be summed by the variator 150, and the summed or combined power may be delivered to the output shaft 128. Furthermore, in a series mode, the power of the second CVP 122 may be transmitted to the output shaft 128, and the power of the propeller 118 may generally be prevented from transferring to the output shaft 128.The 106 transmission system can also have different speed modes in one of the direct drive, split path, and series drive modes, and these different speed modes can provide different angular speed ranges for the output shaft 128. The 106 transmission system can switch between... Petition 870200135291, dated 10 / 27 / 2020, page 23 / 66 / 42, shaft 136. A bearing (not shown) can rotationally support shaft 174 on shaft 136 substantially concentrically.

[0032] Furthermore, the first planetary gears and the associated carrier 156 can be fixed to a gear 176. The gear 176 can be entangled with a gear 178, which is fixed to a shaft 180. The shaft 180 can be substantially parallel and spaced from the shaft 136.

[0033] As noted above, the transmission system 106 can be configured to release power (from the engine 118, the first HP 120 and / or the second HP 122) to the output shaft 128 or other output component via the transmission 126. The output shaft 128 can be configured to transmit this received power to the wheels of the vehicle 100, to a power take-off (PTO) shaft, to a gearbox, to an implement or other component of the vehicle 100.

[0034] The transmission system 106 may have a plurality of selectable modes, such as direct drive modes, split-path modes, and series modes. In a direct drive mode, the power of the propeller 118 may be transmitted to the output shaft 128, and the power of the second CVP 122 may be prevented from transferring to the output shaft 128. In a split-path mode, the power of the propeller 118 and the second CVP 122 may be summed by the variator 150, and the summed or combined power may be delivered to the output shaft 128. Furthermore, in a series mode, the power of the second CVP 122 may be transmitted to the output shaft 128, and the power of the propeller 118 may generally be prevented from transferring to the output shaft 128.The 106 transmission system can also have different speed modes in one of the direct drive, split path, and series drive modes, and these different speed modes can provide different angular speed ranges for the output shaft 128. The 106 transmission system can switch between... Petition 870200135291, dated 10 / 27 / 2020, page 23 / 66 / 42 plurality of modes to maintain adequate operational efficiency. In addition, the transmission system 106 may have one or more forward modes to move the vehicle 100 in a forward direction and one or more reverse modes to move the vehicle 100 in a reverse direction.

[0035] The transmission system 106 can implement a temporary boost function, as well as different modes and speeds, for example, using a control set 182. The control set 182 can include one or more selectable transmission components. The selectable transmission components can have first positions or states (engaged positions or states), in which the respective device effectively transmits all the power from an input component to an output component. The selectable transmission components can also have a second position or states (disengaged positions or states), in which the device prevents the transmission of power from the input component to the output component.Selectable transmission components may have third positions or states (partially engaged positions or states) in which the respective device transmits only a portion of the power from an input component to an output component. Unless otherwise indicated, the term “engaged” refers to the first position or state in which effectively all the power is transferred, while “partially engaged” refers specifically to only partial power transfer. The selectable transmission components of control assembly 182 may include one or more wet clutches, dry clutches, dog collar clutches, brakes, synchronizers, or other similar devices. Control assembly 182 may also include an actuator to drive the selectable transmission components between the first, second, and third positions. Petition 870200135291, dated 10 / 27 / 2020, page 24 / 66 / 42 plurality of modes to maintain adequate operational efficiency. In addition, the transmission system 106 may have one or more forward modes to move the vehicle 100 in a forward direction and one or more reverse modes to move the vehicle 100 in a reverse direction.

[0035] The transmission system 106 can implement a temporary boost function, as well as different modes and speeds, for example, using a control set 182. The control set 182 can include one or more selectable transmission components. The selectable transmission components can have first positions or states (engaged positions or states), in which the respective device effectively transmits all the power from an input component to an output component. The selectable transmission components can also have a second position or states (disengaged positions or states), in which the device prevents the transmission of power from the input component to the output component.Selectable transmission components may have third positions or states (partially engaged positions or states) in which the respective device transmits only a portion of the power from an input component to an output component. Unless otherwise indicated, the term “engaged” refers to the first position or state in which effectively all the power is transferred, while “partially engaged” refers specifically to only partial power transfer. The selectable transmission components of control assembly 182 may include one or more wet clutches, dry clutches, dog collar clutches, brakes, synchronizers, or other similar devices. Control assembly 182 may also include an actuator to drive the selectable transmission components between the first, second, and third positions. Petition 870200135291, dated 10 / 27 / 2020, p. 24 / 66 / 42

[0036] As shown in FIG. 2, the control assembly 182 may include a first clutch 184, a second clutch 186, a third clutch 188, a fourth clutch 190, and a fifth clutch 192. In addition, the control assembly 182 may include a forward directional clutch 194 and a reverse directional clutch 196. As noted above, one or more directional clutch sensors 112, 113 (FIG. 1) may be associated with the directional clutches 194, 196 to provide feedback and / or status information to the controller 104 to implement the temporary boost function, as discussed in more detail below. In some examples, sensors 112, 113 may be omitted.

[0037] In one example, the first clutch 184 can be mounted and supported on a shaft 198. Furthermore, the first clutch 184, in an engaged position, can engage gear 146 with shaft 198 for rotation as a unit. The first clutch 184, in a disengaged position, can allow gear 146 to rotate relative to shaft 198. Additionally, a gear 200 can be fixed to shaft 198 and gear 200 can be engaged with gear 170 which is fixed to shaft 168. The reverse gear directional clutch 196 can be supported on shaft 198 (i.e., commonly supported on shaft 198 with the first clutch 184). The reverse gear directional clutch 196 can engage and, alternatively, disengage gear 200 and gear 202. Gear 202 can be engaged with an intermediate gear 204, and the intermediate gear 204 can be engaged with gear 206.The forward gear directional clutch 194 can be supported on gear 206, which in turn is supported on shaft 136, to selectively engage shaft 168. In this way, the forward gear directional clutch 194 can be concentric with both shaft 168 and shaft 136. The second clutch 186 can be supported on shaft 180. The second... Petition 870200135291, dated 10 / 27 / 2020, p. 25 / 66 / 42

[0036] As shown in FIG. 2, the control assembly 182 may include a first clutch 184, a second clutch 186, a third clutch 188, a fourth clutch 190, and a fifth clutch 192. In addition, the control assembly 182 may include a forward directional clutch 194 and a reverse directional clutch 196. As noted above, one or more directional clutch sensors 112, 113 (FIG. 1) may be associated with the directional clutches 194, 196 to provide feedback and / or status information to the controller 104 to implement the temporary boost function, as discussed in more detail below. In some examples, sensors 112, 113 may be omitted.

[0037] In one example, the first clutch 184 can be mounted and supported on a shaft 198. Furthermore, the first clutch 184, in an engaged position, can engage gear 146 with shaft 198 for rotation as a unit. The first clutch 184, in a disengaged position, can allow gear 146 to rotate relative to shaft 198. Additionally, a gear 200 can be fixed to shaft 198 and gear 200 can be engaged with gear 170 which is fixed to shaft 168. The reverse gear directional clutch 196 can be supported on shaft 198 (i.e., commonly supported on shaft 198 with the first clutch 184). The reverse gear directional clutch 196 can engage and, alternatively, disengage gear 200 and gear 202. Gear 202 can be engaged with an intermediate gear 204, and the intermediate gear 204 can be engaged with gear 206.The forward gear directional clutch 194 can be supported on gear 206, which in turn is supported on shaft 136, to selectively engage shaft 168. In this way, the forward gear directional clutch 194 can be concentric with both shaft 168 and shaft 136. The second clutch 186 can be supported on shaft 180. The second... Petition 870200135291, dated 10 / 27 / 2020, p. 25 / 66 / 42: Clutch 186 can engage and, alternatively, disengage shaft 180 and gear 208. Gear 208 can be engaged with gear 210. Gear 210 can be fixed and mounted on an intermediate shaft 212. Intermediate shaft 212 can also support gear 214. Gear 214 can be engaged with gear 216, which is fixed to output shaft 128.

[0038] The third clutch 188 can be supported on a shaft 218. The shaft 218 can be substantially parallel and spaced at a distance from the shaft 180. Also, a gear 220 can be fixed and supported by the shaft 218. The gear 220 can be engaged with the gear 172 as shown. The third clutch 188 can engage and, alternatively, disengage the gear 220 and a gear 222. The gear 222 can be engaged with the gear 210. The fourth clutch 190 can be supported on the shaft 180 (in common with the second clutch 186). The fourth clutch 190 can engage and, alternatively, disengage shaft 180 and gear 224. Gear 224 can be engaged with gear 226, which is mounted on and fixed to the intermediate shaft 212. Additionally, the fifth clutch 192 can be supported on shaft 218 (in common with and concentric with the third clutch 188).The fifth clutch 192 can engage and, alternatively, disengage shaft 218 and gear 228. Gear 228 can be engaged with gear 226.

[0039] The different transmission modes of the transmission system 106 will now be discussed. Like the embodiments discussed above, the transmission system 106 may have at least one split-path mode in which the power of the propeller 118 and one or more of the CVPs 120, 122 are combined. Also, in some embodiments, the transmission system 106 may additionally have a mode of Petition 870200135291, dated 10 / 27 / 2020, p. 26 / 66 / 42: Clutch 186 can engage and, alternatively, disengage shaft 180 and gear 208. Gear 208 can be engaged with gear 210. Gear 210 can be fixed and mounted on an intermediate shaft 212. Intermediate shaft 212 can also support gear 214. Gear 214 can be engaged with gear 216, which is fixed to output shaft 128.

[0038] The third clutch 188 can be supported on a shaft 218. The shaft 218 can be substantially parallel and spaced at a distance from the shaft 180. Also, a gear 220 can be fixed and supported by the shaft 218. The gear 220 can be engaged with the gear 172 as shown. The third clutch 188 can engage and, alternatively, disengage the gear 220 and a gear 222. The gear 222 can be engaged with the gear 210. The fourth clutch 190 can be supported on the shaft 180 (in common with the second clutch 186). The fourth clutch 190 can engage and, alternatively, disengage shaft 180 and gear 224. Gear 224 can be engaged with gear 226, which is mounted on and fixed to the intermediate shaft 212. Additionally, the fifth clutch 192 can be supported on shaft 218 (in common with and concentric with the third clutch 188).The fifth clutch 192 can engage and, alternatively, disengage shaft 218 and gear 228. Gear 228 can be engaged with gear 226.

[0039] The different transmission modes of the transmission system 106 will now be discussed. Like the embodiments discussed above, the transmission system 106 may have at least one split-path mode in which the power of the propeller 118 and one or more of the CVPs 120, 122 are combined. Also, in some embodiments, the transmission system 106 may additionally have a mode of Petition 870200135291, dated 10 / 27 / 2020, page 26 / 66 / 42 direct drive and / or and at least one mode generally only CVP (i.e., series mode).

[0040] In some embodiments, engaging the first clutch 184 and the second clutch 186 may put the transmission system 106 into a first forward mode. Generally, this mode may be a CVP-only mode (i.e., series mode), subject to the temporary boost function discussed below. In this mode, the mechanical power of the propeller 118 can flow through shaft 130, gear 132, gear 138, and shaft 140 to the first CVP 120. The first CVP 120 can convert this input mechanical power into electrical or hydraulic power and supply the converted power to the second CVP 122. Also, the power from the propeller 118 flowing through shaft 130, gear 132, and gear 134 to shaft 136 is nominally prevented from being input into the variator 150. Furthermore, the mechanical power from the second CVP 122 can rotate shaft 142 and the coupled gear 144. This power from the CVP can rotate gear 148 to rotate the first central gear 154.The power from the CVP can also rotate gear 146, which can transfer power through the first clutch 184 to shaft 198, to gear 200, to gear 170, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown gear 158. In other words, in this mode, the power from the second CVP 122 can impulsively rotate two components of the variator 150 (the first central gear 154 and the first crown gear 158), and the power can be summed and recombined in the first planetary gears and associated carrier 156. The recombined power can be transferred through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the second clutch 186 to gear 208, to gear 210, along the intermediate shaft 212, to gear 214, to gear 216. and finally, for the output shaft 128. In some. Petition 870200135291, dated 10 / 27 / 2020, page 27 / 66 / 42 direct drive and / or and at least one mode generally only CVP (i.e., series mode).

[0040] In some embodiments, engaging the first clutch 184 and the second clutch 186 may put the transmission system 106 into a first forward mode. Generally, this mode may be a CVP-only mode (i.e., series mode), subject to the temporary boost function discussed below. In this mode, the mechanical power of the propeller 118 can flow through shaft 130, gear 132, gear 138, and shaft 140 to the first CVP 120. The first CVP 120 can convert this input mechanical power into electrical or hydraulic power and supply the converted power to the second CVP 122. Also, the power from the propeller 118 flowing through shaft 130, gear 132, and gear 134 to shaft 136 is nominally prevented from being input into the variator 150. Furthermore, the mechanical power from the second CVP 122 can rotate shaft 142 and the coupled gear 144. This power from the CVP can rotate gear 148 to rotate the first central gear 154.The power from the CVP can also rotate gear 146, which can transfer power through the first clutch 184 to shaft 198, to gear 200, to gear 170, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown gear 158. In other words, in this mode, the power from the second CVP 122 can impulsively rotate two components of the variator 150 (the first central gear 154 and the first crown gear 158), and the power can be summed and recombined in the first planetary gears and associated carrier 156. The recombined power can be transferred through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the second clutch 186 to gear 208, to gear 210, along the intermediate shaft 212, to gear 214, to gear 216. and finally, for the output shaft 128. In some. Petition 870200135291, dated 10 / 27 / 2020, p. 27 / 66 / 42 embodiments, the series mode can provide the output shaft 128 with a relatively high torque at low angular speed output. Thus, this mode can be referred to as a creeper mode in some embodiments. Furthermore, as will become evident, the first clutch 184 can only be used in this mode; therefore, the first clutch 184 can be referred to as a “creeper clutch”. In other words, the second CVP 122 rotates the first center gear 154 and the first crown gear 158, and the power of the CVP recombines in the first planetary gears and carrier 156 as a result. As noted below, the temporary boost function can be selectively implemented in this mode to increase power in certain situations, while operation without the temporary boost function is referred to as nominal operation or function.

[0041] In some modes, engaging the forward gear directional clutch 194 and the second clutch 186 can put the transmission system 106 into a first forward directional mode. This mode can be a split-path mode in which the variator 150 sums the power of the second CVP 122 and the propeller 118 and provides the combined power to the output shaft 128. Specifically, the power of the second CVP 122 is transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first center gear 154. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown gear 158.The combined power of the second CVP 122 and the propeller 118 is added to the first planetary gears and the associated conveyor 156 and is transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred. Petition 870200135291, dated 10 / 27 / 2020, p. 28 / 66 / 42. In some embodiments, the series mode can provide the output shaft 128 with a relatively high torque at low angular speed output. Thus, this mode can be referred to as a creeper mode in some embodiments. Furthermore, as will become evident, the first clutch 184 can only be used in this mode; therefore, the first clutch 184 can be referred to as a “creeper clutch”. In other words, the second CVV 122 rotates the first center gear 154 and the first crown gear 158, and the CVV power recombines in the first planetary gears and carrier 156 as a result. As noted below, the temporary boost function can be selectively implemented in this mode to increase power in certain situations, while operation without the temporary boost function is referred to as nominal operation or function.

[0041] In some modes, engaging the forward gear directional clutch 194 and the second clutch 186 can put the transmission system 106 into a first forward directional mode. This mode can be a split-path mode in which the variator 150 sums the power of the second CVP 122 and the propeller 118 and provides the combined power to the output shaft 128. Specifically, the power of the second CVP 122 is transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first center gear 154. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown gear 158.The combined power of the second CVP 122 and the propeller 118 is added to the first planetary gears and the associated conveyor 156 and is transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred. Petition 870200135291, dated 10 / 27 / 2020, p. 28 / 66 / 42 through the second clutch 186 to gear 208, to gear 210, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0042] Additionally, in some embodiments, engaging the forward directional clutch 194 and the third clutch 188 can put the transmission system 106 into a second forward directional mode as an additional split-path mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second center gear 162. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and associated carrier 164.The combined power of the second CVP 122 and the propeller 118 can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the third clutch 188, to gear 222, to gear 210, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0043] In addition, in some embodiments, engaging the forward directional clutch 194 and the fourth clutch 190 can put the transmission system 106 into a third forward directional mode as an additional split-path mode. Specifically, the power of the second CVP 122 is transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first center gear 154. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and carrier. Petition 870200135291, dated 10 / 27 / 2020, page 29 / 66 / 42 through the second clutch 186 to gear 208, to gear 210, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0042] Additionally, in some embodiments, engaging the forward directional clutch 194 and the third clutch 188 can put the transmission system 106 into a second forward directional mode as an additional split-path mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second center gear 162. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and associated carrier 164.The combined power of the second CVP 122 and the propeller 118 can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the third clutch 188, to gear 222, to gear 210, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0043] In addition, in some embodiments, engaging the forward directional clutch 194 and the fourth clutch 190 can put the transmission system 106 into a third forward directional mode as an additional split-path mode. Specifically, the power of the second CVP 122 is transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first center gear 154. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and carrier. Petition 870200135291, dated 10 / 27 / 2020, p. 29 / 66 / 42 associated 164, for the first crown 158. The combined power of the second CVP 122 and the propeller 118 is summed in the first planetary gears and the associated carrier 156 and is transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the fourth clutch 190 to gear 210, to gear 226, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0044] Furthermore, in some embodiments, engaging the forward directional clutch 194 and the fifth clutch 192 can put the transmission system 106 into a fourth forward directional mode as an additional split-path mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second center gear 162. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and associated carrier 164.The combined power of the second CVP 122 and the 118 propeller can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the fifth clutch 192, to gear 228, to gear 226, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0045] The transmission system 106 may also have one or more reverse modes for driving the vehicle 100 in the opposite (reverse) direction from those modes discussed above. In some embodiments, the transmission system 106 may provide a reverse series mode, which corresponds to the forward series mode discussed above, in which the first clutch 184 and the second clutch 186 may be engaged in a way Petition 870200135291, dated 10 / 27 / 2020, p. 30 / 66 / 42 associated 164, for the first crown 158. The combined power of the second CVP 122 and the propeller 118 is summed in the first planetary gears and the associated carrier 156 and is transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the fourth clutch 190 to gear 210, to gear 226, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0044] Furthermore, in some embodiments, engaging the forward directional clutch 194 and the fifth clutch 192 can put the transmission system 106 into a fourth forward directional mode as an additional split-path mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second center gear 162. Also, the power of the propeller 118 is transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, through the forward directional clutch 194, to shaft 168, to the second planetary gears and associated carrier 164.The combined power of the second CVP 122 and the 118 propeller can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the fifth clutch 192, to gear 228, to gear 226, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0045] The transmission system 106 may also have one or more reverse modes for driving the vehicle 100 in the opposite (reverse) direction from those modes discussed above. In some embodiments, the transmission system 106 may provide a reverse series mode, which corresponds to the forward series mode discussed above, in which the first clutch 184 and the second clutch 186 may be engaged in a way Petition 870200135291, dated 10 / 27 / 2020, page 30 / 66 / 42, that the second CVP 122 actuates shaft 142 and other downstream components in the opposite direction to that described above to move vehicle 100 in reverse. The temporary boost function can also be implemented in reverse series mode.

[0046] In addition, the transmission system 106 may have a plurality of split-path reverse steering modes. In some embodiments, the transmission system 106 may provide reverse steering modes that correspond to the forward steering modes discussed above; however, the reverse gear steering clutch 196 may be engaged instead of the forward gear steering clutch 194 to obtain the reverse modes.

[0047] Consequently, the transmission system 106 can provide a first reverse directional mode by engaging the reverse directional clutch 196 and the second clutch 186. In this way, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first central gear 154. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse directional clutch 196, to gear 200 to gear 170, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown 158.The combined power of the second CVP 122 and the propeller 118 can be summed in the first planetary gears and the associated conveyor 156 and can be transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the second clutch 186 to gear 208, to gear 210, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128. Petition 870200135291, dated 10 / 27 / 2020, page 31 / 66 / 42, that the second CVP 122 actuates shaft 142 and other downstream components in the opposite direction to that described above to move vehicle 100 in reverse. The temporary boost function can also be implemented in reverse series mode.

[0046] In addition, the transmission system 106 may have a plurality of split-path reverse steering modes. In some embodiments, the transmission system 106 may provide reverse steering modes that correspond to the forward steering modes discussed above; however, the reverse gear steering clutch 196 may be engaged instead of the forward gear steering clutch 194 to obtain the reverse modes.

[0047] Consequently, the transmission system 106 can provide a first reverse directional mode by engaging the reverse directional clutch 196 and the second clutch 186. In this way, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first central gear 154. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse directional clutch 196, to gear 200 to gear 170, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown 158.The combined power of the second CVP 122 and the propeller 118 can be summed in the first planetary gears and the associated conveyor 156 and can be transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the second clutch 186 to gear 208, to gear 210, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128. Petition 870200135291, dated 10 / 27 / 2020, p. 31 / 66 / 42

[0048] The transmission system 106 can also provide a second reverse directional mode by engaging the reverse directional clutch 196 and the third clutch 188. In this way, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second central gear 162. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse directional clutch 196, to gear 200 to gear 170, to shaft 168, to the second planetary gears and associated conveyor 164.The combined power of the second CVP 122 and the propeller 118 can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the third clutch 188, to gear 222, to gear 210, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0049] In addition, in some modes, engaging the reverse gear directional clutch 196 and the fourth clutch 190 can put the transmission system 106 into a third reverse directional mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first center gear 154. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse directional clutch 196, to gear 200, to gear 170, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown gear 158. The combined power of the second CVP 122 and the propeller 118 can be summed in the first planetary gears and the Petition 870200135291, dated 10 / 27 / 2020, pp. 32 / 66 / 42

[0048] The transmission system 106 can also provide a second reverse directional mode by engaging the reverse directional clutch 196 and the third clutch 188. In this way, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second central gear 162. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse directional clutch 196, to gear 200 to gear 170, to shaft 168, to the second planetary gears and associated conveyor 164.The combined power of the second CVP 122 and the propeller 118 can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the third clutch 188, to gear 222, to gear 210, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0049] In addition, in some modes, engaging the reverse gear directional clutch 196 and the fourth clutch 190 can put the transmission system 106 into a third reverse directional mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the first center gear 154. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse directional clutch 196, to gear 200, to gear 170, to shaft 168, to the second planetary gears and associated carrier 164, to the first crown gear 158. The combined power of the second CVP 122 and the propeller 118 can be summed in the first planetary gears and the Petition 870200135291, dated 10 / 27 / 2020, p. 32 / 66 / 42 associated conveyor 156 and can be transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the fourth clutch 190 to gear 210, to gear 226, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0050] Furthermore, in some embodiments, engaging the reverse gear directional clutch 196 and the fifth clutch 192 can put the transmission system 106 into a fourth reverse directional mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second center gear 162. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse gear directional clutch 196, to gear 200 to gear 170, to shaft 168, to the second planetary gears and associated carrier 164.The combined power of the second CVP 122 and the 118 propeller can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the fifth clutch 192, to gear 228, to gear 226, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0051] In addition, the transmission system 106 can provide one or more direct drive modes, in which the power of the propeller 118 is transferred to the output shaft 128 and the power of the second CVP 122 is prevented from transferring to the output shaft 128. Specifically, engaging the second clutch 186, the third clutch 188 and the forward gear directional clutch 194 can provide a first forward direct drive mode. In this way, the power of the propeller 118 can transfer Petition 870200135291, dated 10 / 27 / 2020, p. 33 / 66 / 42 associated conveyor 156 and can be transmitted through gear 176 and gear 178 to shaft 180. The power on shaft 180 can be transferred through the fourth clutch 190 to gear 210, to gear 226, along the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0050] Furthermore, in some embodiments, engaging the reverse gear directional clutch 196 and the fifth clutch 192 can put the transmission system 106 into a fourth reverse directional mode. Specifically, the power of the second CVP 122 can be transmitted from shaft 142, to gear 144, to gear 148, to shaft 174, to drive the second center gear 162. Also, the power of the propeller 118 can be transmitted to shaft 130, to gear 132, to gear 134, to shaft 136, to gear 206, to intermediate gear 204, to gear 202, through the reverse gear directional clutch 196, to gear 200 to gear 170, to shaft 168, to the second planetary gears and associated carrier 164.The combined power of the second CVP 122 and the 118 propeller can be added to the second crown 166 and can be transmitted to gear 172, to gear 220, through the fifth clutch 192, to gear 228, to gear 226, to the intermediate shaft 212, to gear 214, to gear 216 and finally to the output shaft 128.

[0051] In addition, the transmission system 106 can provide one or more direct drive modes, in which the power of the propeller 118 is transferred to the output shaft 128 and the power of the second CVP 122 is prevented from transferring to the output shaft 128. Specifically, engaging the second clutch 186, the third clutch 188 and the forward gear directional clutch 194 can provide a first forward direct drive mode. In this way, the power of the propeller 118 can transfer Petition 870200135291, dated 10 / 27 / 2020, page 33 / 66 / 42 from shaft 130, to gear 132, to shaft 136, to gear 206, through the forward directional clutch 194, to the second planetary gears and carrier 164, to the first crown 158. Furthermore, with the second and third clutches 186, 188 engaged, the second crown 166 and the first planetary gears and carrier 156 lock at a fixed ratio to the intermediate shaft 212 and thus to the output shaft 128. This effectively restricts the ratio on each side of the variator 150 and locks the propeller speed directly to the vehicle ground speed 100 for a ratio determined by the tooth count of the engaged gear train. In this scenario, the speed of the central gears 154, 162 is fixed, and the central gears 154, 162 carry torque between the two sides of the variator 150. Furthermore, the first CVP 120 and the second CVP 122 can be unpowered.

[0052] Similarly, engaging the fourth clutch 190, the fifth clutch 192 and the forward directional clutch 194 can provide a second forward direct drive mode. In addition, engaging the second clutch 186, the third clutch 188 and the reverse directional clutch 196 can provide a first reverse direct drive mode. Also, engaging the fourth clutch 190, the fifth clutch 192 and the reverse directional clutch 196 can provide a second reverse direct drive mode.

[0053] As introduced above, the controller 104 is coupled to the control assembly 182 to control one or more actuators and, as a result, control the movement of one or more selective transmission components within the transmission 126, including the first clutch 184, the second clutch 186, the third clutch 188, the fourth clutch 190, the fifth clutch 192, the forward gear directional clutch 194, and the reverse gear directional clutch 196. Generally, the controller 104 operates the control assembly 182, as well as the propeller 118 and CVPs 120. Petition 870200135291, dated 10 / 27 / 2020, pp. 34 / 66 / 42 from shaft 130, to gear 132, to shaft 136, to gear 206, through the forward directional clutch 194, to the second planetary gears and carrier 164, to the first crown 158. Furthermore, with the second and third clutches 186, 188 engaged, the second crown 166 and the first planetary gears and carrier 156 lock at a fixed ratio to the intermediate shaft 212 and thus to the output shaft 128. This effectively restricts the ratio on each side of the variator 150 and locks the propeller speed directly to the vehicle ground speed 100 for a ratio determined by the tooth count of the engaged gear train. In this scenario, the speed of the central gears 154, 162 is fixed, and the central gears 154, 162 carry torque between the two sides of the variator 150. Furthermore, the first CVP 120 and the second CVP 122 can be unpowered.

[0052] Similarly, engaging the fourth clutch 190, the fifth clutch 192 and the forward directional clutch 194 can provide a second forward direct drive mode. In addition, engaging the second clutch 186, the third clutch 188 and the reverse directional clutch 196 can provide a first reverse direct drive mode. Also, engaging the fourth clutch 190, the fifth clutch 192 and the reverse directional clutch 196 can provide a second reverse direct drive mode.

[0053] As introduced above, the controller 104 is coupled to the control assembly 182 to control one or more actuators and, as a result, control the movement of one or more selective transmission components within the transmission 126, including the first clutch 184, the second clutch 186, the third clutch 188, the fourth clutch 190, the fifth clutch 192, the forward gear directional clutch 194, and the reverse gear directional clutch 196. Generally, the controller 104 operates the control assembly 182, as well as the propeller 118 and CVPs 120. Petition 870200135291, dated 10 / 27 / 2020, pages 34 / 66 / 42 122, to implement the desired function, for example, to achieve the requested torque on the output shaft 128 for the overall control of the vehicle 100. This includes accelerations, stops, starts, changes between gear ratios, changes between directions and the like. As described below, the power control system 102 operates selectively during aspects of these functions in situations where it is desirable to increase and / or smooth the output torque.

[0054] As introduced above, the controller 104 can generate commands to implement various aspects of the power control system 102 based on inputs from one or more operator input devices, including the transmission selection device 108 and one or more sensors, including sensors 110, 112, 113, 114, 116. In particular, the controller 104 can command the operation of the transmission 126 in the various modes and functions described above. Furthermore, the controller 104 can selectively (or continuously) implement the operation of the transmission 126 according to the temporary boost function during the series mode, so that the torque of the propeller 118 can temporarily supplement the torque of the second CVP 122.For example, during the implementation of the nominal operation or function (e.g., without the boost function), the forward gear directional clutch is fully engaged during forward split mode and fully disengaged during series mode and reverse split mode; and the reverse gear directional clutch 196 is fully engaged during reverse split mode and fully disengaged during series mode and forward split mode. However, during the implementation of the temporary boost function, the forward and / or reverse gear directional clutches 194, 196 are selectively partially engaged to transfer a portion of the torque from the propeller 118 to the transmission during series modes to supplement the torque of the second CVV 122, as described below. Petition 870200135291, dated 10 / 27 / 2020, pages 35 / 66 / 42 122, to implement the desired function, for example, to achieve the requested torque on the output shaft 128 for the overall control of the vehicle 100. This includes accelerations, stops, starts, changes between gear ratios, changes between directions and the like. As described below, the power control system 102 operates selectively during aspects of these functions in situations where it is desirable to increase and / or smooth the output torque.

[0054] As introduced above, the controller 104 can generate commands to implement various aspects of the power control system 102 based on inputs from one or more operator input devices, including the transmission selection device 108 and one or more sensors, including sensors 110, 112, 113, 114, 116. In particular, the controller 104 can command the operation of the transmission 126 in the various modes and functions described above. Furthermore, the controller 104 can selectively (or continuously) implement the operation of the transmission 126 according to the temporary boost function during the series mode, so that the torque of the propeller 118 can temporarily supplement the torque of the second CVP 122.For example, during the implementation of the nominal operation or function (e.g., without the boost function), the forward gear directional clutch is fully engaged during forward split mode and fully disengaged during series mode and reverse split mode; and the reverse gear directional clutch 196 is fully engaged during reverse split mode and fully disengaged during series mode and forward split mode. However, during the implementation of the temporary boost function, the forward and / or reverse gear directional clutches 194, 196 are selectively partially engaged to transfer a portion of the torque from the propeller 118 to the transmission during series modes to supplement the torque of the second CVV 122, as described below. Petition 870200135291, dated 10 / 27 / 2020, pages 35 / 66 / 42

[0055] With reference now also to FIG. 3, a data flow diagram illustrates an embodiment of the controller 104 that implements the operation of the transmission 126 of the power control system 102 with the temporary boost function. Generally, the controller 104 can be considered a vehicle controller or a dedicated transmission controller. With respect to the power control system 102 of Fig. 3, the controller 104 can be organized as one or more functional units or modules 244, 246 (e.g., software, hardware, or combinations thereof). As can be understood, the modules 244, 246 shown in Fig. 3 can be further combined and / or divided to perform functions similar to those described herein. For example, each of the modules 244, 246 can be implemented with a processing architecture, such as a processor 240 and memory 242, as well as suitable communication interfaces.For example, controller 104 can implement modules 244, 246 with processor 240 based on programs or instructions stored in memory 242.

[0056] As can be understood, the controller 104 shown in Fig. 3 can be configured to emit one or more control signals in the form of clutch commands for the forward directional clutch 194 and the reverse directional clutch 196 (FIG. 2) of the transmission 126. In particular, the controller 104 includes a boost function activation module 244 and a clutch torque command module 246 that work collectively to generate clutch command signals to perform the temporary boost function, as discussed below. In addition to the modules shown 244, 246 and the operation described below, the controller 104 can implement the typical functions of the transmission 126, for example, changing between speeds and transmission modes based on operating conditions and operator input. Petition 870200135291, dated 10 / 27 / 2020, pages 36 / 66 / 42

[0055] With reference now also to FIG. 3, a data flow diagram illustrates an embodiment of the controller 104 that implements the operation of the transmission 126 of the power control system 102 with the temporary boost function. Generally, the controller 104 can be considered a vehicle controller or a dedicated transmission controller. With respect to the power control system 102 of Fig. 3, the controller 104 can be organized as one or more functional units or modules 244, 246 (e.g., software, hardware, or combinations thereof). As can be understood, the modules 244, 246 shown in Fig. 3 can be further combined and / or divided to perform functions similar to those described herein. For example, each of the modules 244, 246 can be implemented with a processing architecture, such as a processor 240 and memory 242, as well as suitable communication interfaces.For example, controller 104 can implement modules 244, 246 with processor 240 based on programs or instructions stored in memory 242.

[0056] As can be understood, the controller 104 shown in Fig. 3 can be configured to emit one or more control signals in the form of clutch commands for the forward directional clutch 194 and the reverse directional clutch 196 (FIG. 2) of the transmission 126. In particular, the controller 104 includes a boost function activation module 244 and a clutch torque command module 246 that work collectively to generate clutch command signals to perform the temporary boost function, as discussed below. In addition to the modules shown 244, 246 and the operation described below, the controller 104 can implement the typical functions of the transmission 126, for example, changing between speeds and transmission modes based on operating conditions and operator input. Petition 870200135291, dated 10 / 27 / 2020, pages 36 / 66 / 42

[0057] In some examples, the consideration and implementation of the temporary reinforcement function by controller 104 is continuous, for example, constantly active. In other examples, the activation of the temporary reinforcement function may be selective, for example, activated or deactivated based on operator input or other considerations. In either case, the temporary reinforcement function may be enabled and implemented as described below.

[0058] As noted above, the controller 104 can be arranged according to the boost function enabling module 244 and the clutch torque control module 246. During operation, the boost function enabling module 244 can receive input from the transmission selection device 108, vehicle speed sensor 110, and any other suitable source. The boost function enabling module 244 generally evaluates the inputs as operating conditions and determines when the operating conditions are suitable for the implementation of the temporary boost function. For example, operating conditions that suggest the implementation of the temporary boost function include vehicle operation 100 in series mode. In particular, the temporary boost function can be implemented during one or more predetermined portions of series mode or during the duration of series mode.

[0059] In this way, the boost function enablement module 244 can determine when vehicle 100 is preparing to enter or exit series mode (for example, going from a split mode to a series mode, or from a series mode to a split mode). In some cases, transitions between series and split modes can occur during a change of direction of travel. As an example, the boost function enablement module 244 can determine that a boost function is appropriate when the signal from the transmission selection device 108 indicates that a change of transport is imminent. As another example, Petition 870200135291, dated 10 / 27 / 2020, page 37 / 66 / 42

[0057] In some examples, the consideration and implementation of the temporary reinforcement function by controller 104 is continuous, for example, constantly active. In other examples, the activation of the temporary reinforcement function may be selective, for example, activated or deactivated based on operator input or other considerations. In either case, the temporary reinforcement function may be enabled and implemented as described below.

[0058] As noted above, the controller 104 can be arranged according to the boost function enabling module 244 and the clutch torque control module 246. During operation, the boost function enabling module 244 can receive input from the transmission selection device 108, vehicle speed sensor 110, and any other suitable source. The boost function enabling module 244 generally evaluates the inputs as operating conditions and determines when the operating conditions are suitable for the implementation of the temporary boost function. For example, operating conditions that suggest the implementation of the temporary boost function include vehicle operation 100 in series mode. In particular, the temporary boost function can be implemented during one or more predetermined portions of series mode or during the duration of series mode.

[0059] In this way, the boost function enablement module 244 can determine when vehicle 100 is preparing to enter or exit series mode (for example, going from a split mode to a series mode, or from a series mode to a split mode). In some cases, transitions between series and split modes can occur during a change of direction of travel. As an example, the boost function enablement module 244 can determine that a boost function is appropriate when the signal from the transmission selection device 108 indicates that a change of transport is imminent. As another example, Petition 870200135291, dated 10 / 27 / 2020, page 37 / 66 / 42: the boost function enabling module 244 can determine that a boost function is appropriate when the vehicle speed decreases to a predetermined value. When it determines that the operating conditions suggest that the temporary boost function is appropriate, the boost function enabling module 244 generates a boost activation signal to the clutch torque control module 246.

[0060] Upon receiving the boost activation signal, the clutch torque control module 246 operates to generate clutch commands to engage one or more of the directional clutches 194, 196 to engage at least partially. Initially, the clutch torque control module 246 determines the directional clutch 194, 196 with which to implement the boost function based on the characteristics of the current (or imminent) series mode. In particular, the clutch torque control module 246 generates the clutch command for the reverse directional clutch 196 in a reverse portion of the series mode and the clutch command for the forward directional clutch 194 in the forward portion of the series mode.The generated clutch command may have one or more defined parameters, including the clutch command target (e.g., the selected directional clutch 194, 196), the clutch command initiation time, the clutch command duration, and the resulting clutch torque from the clutch command.

[0061] In one example, the directional clutch 194, 196 that is selected for implementing the boost function is a function of the direction of travel that is immediately before or after a split mode during the series mode of the direction of travel change. For example, after a forward split mode, after transitioning to a series mode, the forward gear directional clutch 194 is selected for implementing the boost function; after a reverse split mode, Petition 870200135291, dated 10 / 27 / 2020, page 38 / 66 / 42: the boost function enabling module 244 can determine that a boost function is appropriate when the vehicle speed decreases to a predetermined value. Upon determining that operating conditions suggest that the temporary boost function is appropriate, the boost function enabling module 244 generates a boost activation signal to the clutch torque control module 246.

[0060] Upon receiving the boost activation signal, the clutch torque control module 246 operates to generate clutch commands to engage one or more of the directional clutches 194, 196 to engage at least partially. Initially, the clutch torque control module 246 determines the directional clutch 194, 196 with which to implement the boost function based on the characteristics of the current (or imminent) series mode. In particular, the clutch torque control module 246 generates the clutch command for the reverse directional clutch 196 in a reverse portion of the series mode and the clutch command for the forward directional clutch 194 in the forward portion of the series mode.The generated clutch command may have one or more defined parameters, including the clutch command target (e.g., the selected directional clutch 194, 196), the clutch command initiation time, the clutch command duration, and the resulting clutch torque from the clutch command.

[0061] In one example, the directional clutch 194, 196 that is selected for implementing the boost function is a function of the direction of travel that is immediately before or after a split mode during the series mode of the direction of travel change. For example, after a forward split mode, after transitioning to a series mode, the forward gear directional clutch 194 is selected for implementing the boost function; after a reverse split mode, Petition 870200135291, dated 10 / 27 / 2020, page 38 / 66 / 42 after transitioning to a series mode, the reverse gear directional clutch 196 is selected for implementation of the boost function; during a series mode, before transitioning to a forward split mode, the forward gear directional clutch 194 is selected for implementation of the boost function; and during a series mode, before transitioning to a reverse split mode, the reverse gear directional clutch 196 is selected for implementation.

[0062] The remaining clutch control parameters, such as clutch control initiation time, clutch control duration, and the resulting clutch torque from the clutch control, can be based on a number of considerations. For example, the clutch control initiation time can be generated automatically at predetermined times. In other words, the clutch torque control module 246 can generate the clutch control immediately after entering series mode, at a predetermined time before ending series mode, or throughout series mode. In other cases, the clutch control can be a function of operating conditions. For example, the clutch control initiation can be based on the measured torque of the second CV122 and the desired torque of the second CV122, for example, identifying a point in time where the measured torque of the second CV122 is insufficient relative to the desired torque of the second CV122.In another example, the initiation time could be a function of the measured output torque versus the desired output torque, for example, identifying a point in time where the measured output torque is insufficient relative to the desired output torque. In other examples, the initiation time could be based on vehicle speed, for example, where the boost function is initiated at a selected vehicle speed, typically a relatively low vehicle speed. Petition 870200135291, dated 10 / 27 / 2020, page 39 / 66 / 42 after transitioning to a series mode, the reverse gear directional clutch 196 is selected for implementation of the boost function; during a series mode, before transitioning to a forward split mode, the forward gear directional clutch 194 is selected for implementation of the boost function; and during a series mode, before transitioning to a reverse split mode, the reverse gear directional clutch 196 is selected for implementation.

[0062] The remaining clutch control parameters, such as clutch control initiation time, clutch control duration, and the resulting clutch torque from the clutch control, can be based on a number of considerations. For example, the clutch control initiation time can be generated automatically at predetermined times. In other words, the clutch torque control module 246 can generate the clutch control immediately after entering series mode, at a predetermined time before ending series mode, or throughout series mode. In other cases, the clutch control can be a function of operating conditions. For example, the clutch control initiation can be based on the measured torque of the second CV122 and the desired torque of the second CV122, for example, identifying a point in time where the measured torque of the second CV122 is insufficient relative to the desired torque of the second CV122.In another example, the initiation time could be a function of the measured output torque versus the desired output torque, for example, identifying a point in time where the measured output torque is insufficient relative to the desired output torque. In other examples, the initiation time could be based on vehicle speed, for example, where the boost function is initiated at a selected vehicle speed, typically a relatively low vehicle speed. Petition 870200135291, dated 10 / 27 / 2020, page 39 / 66 / 42 slow. This identification of times to initiate the reinforcement function can occur in real time.

[0063] In some embodiments, the clutch torque control module 246 can generate the boost function clutch command for a selected directional clutch 194, 196 for a predetermined duration, for example, 0.5 seconds, 1 second, 2 seconds, and so on. In other examples, the duration of the boost function clutch command can be based on the same parameters that initiated the boost function, including the measured torque of the second CVP 122 and the measured output torque. In effect, the inputs to the controller 104 can function as feedback so that the boost function clutch command continues as long as the conditions that initiated the boost function are still applicable.

[0064] The clutch drive can be expressed as a “resultant torque quantity” or “resultant clutch torque” which represents a percentage value of torque passed through the respective clutch relative to fully engaged where 100% of the torque is transferred through the engaged elements of the respective clutch to the downstream transmission components. For example, a resultant clutch torque of 25% indicates a clutch drive that partially engages the respective clutch so that approximately 25% of the potential torque is transferred between the clutch elements.

[0065] In some embodiments, the resulting clutch torque during the temporary boost function may be a predetermined value, for example, 10%, 25%, 50%, or any suitable partial engagement. Generally, the resulting clutch torque is less than 25% or less than 50%. In still other embodiments, the resulting clutch torque from the clutch command may be based on one or more input conditions, including the amount of the difference between the measured torque of the second CVP. Petition 870200135291, dated 10 / 27 / 2020, page 40 / 66 / 42 slow. This identification of times to initiate the reinforcement function can occur in real time.

[0063] In some embodiments, the clutch torque control module 246 can generate the boost function clutch command for a selected directional clutch 194, 196 for a predetermined duration, for example, 0.5 seconds, 1 second, 2 seconds, and so on. In other examples, the duration of the boost function clutch command can be based on the same parameters that initiated the boost function, including the measured torque of the second CVP 122 and the measured output torque. In effect, the inputs to the controller 104 can function as feedback so that the boost function clutch command continues as long as the conditions that initiated the boost function are still applicable.

[0064] The clutch drive can be expressed as a “resultant torque quantity” or “resultant clutch torque” which represents a percentage value of torque passed through the respective clutch relative to fully engaged where 100% of the torque is transferred through the engaged elements of the respective clutch to the downstream transmission components. For example, a resultant clutch torque of 25% indicates a clutch drive that partially engages the respective clutch so that approximately 25% of the potential torque is transferred between the clutch elements.

[0065] In some embodiments, the resulting clutch torque during the temporary boost function may be a predetermined value, for example, 10%, 25%, 50%, or any suitable partial engagement. Generally, the resulting clutch torque is less than 25% or less than 50%. In still other embodiments, the resulting clutch torque from the clutch command may be based on one or more input conditions, including the amount of the difference between the measured torque of the second CVP. Petition 870200135291, dated 10 / 27 / 2020, pp. 40 / 66 / 42 122 (or the measured output torque) and the desired torque of the second CVP 122 (or the desired output torque). For example, when this quantity is relatively large, the resulting clutch torque from the clutch command is also relatively large, and vice versa. In some examples, the resulting clutch torque can be determined by accessing a lookup table of the differences between the measured second CVP torque (or the measured output torque) and the desired second CVP torque (or the desired output torque). The resulting clutch torque can be a single value or modified in real time based on additional input conditions.

[0066] Reference is now made to FIG. 4, which is a data representation 250 of the operation illustrating the operation of the transmission 126 by the controller 104, including the implementation of the temporary boost function. The data representation 250 of FIG. 4 represents various types of torque, indicated on the first vertical (or left) geometric axis 252, as a function of time, indicated on the horizontal geometric axis 256. The data representation 250 of FIG. 4 further illustrates the resulting clutch torque, indicated on the second vertical (or right) geometric axis 254, as a function of time on the horizontal geometric axis 256.

[0067] Data representation 250 includes a first line 258 representing the second measured CVP torque over time; a second line 260 representing the desired second CVP torque over time; a third line 262 representing the maximum second CVP torque over time; a fourth line 264 representing the nominal output torque measured over time; a fourth line 266 representing the resulting clutch torque in the first directional clutch over time during a temporary boost function; a fifth line 268 representing the resulting clutch torque in the second directional clutch over time during a boost function Petition 870200135291, dated 10 / 27 / 2020, page 41 / 66 / 42 122 (or the measured output torque) and the desired torque of the second CVP 122 (or the desired output torque). For example, when this quantity is relatively large, the resulting clutch torque from the clutch command is also relatively large, and vice versa. In some examples, the resulting clutch torque can be determined by accessing a lookup table of the differences between the measured second CVP torque (or the measured output torque) and the desired second CVP torque (or the desired output torque). The resulting clutch torque can be a single value or modified in real time based on additional input conditions.

[0066] Reference is now made to FIG. 4, which is a data representation 250 of the operation illustrating the operation of the transmission 126 by the controller 104, including the implementation of the temporary boost function. The data representation 250 of FIG. 4 represents various types of torque, indicated on the first vertical (or left) geometric axis 252, as a function of time, indicated on the horizontal geometric axis 256. The data representation 250 of FIG. 4 further illustrates the resulting clutch torque, indicated on the second vertical (or right) geometric axis 254, as a function of time on the horizontal geometric axis 256.

[0067] Data representation 250 includes a first line 258 representing the second measured CVP torque over time; a second line 260 representing the desired second CVP torque over time; a third line 262 representing the maximum second CVP torque over time; a fourth line 264 representing the nominal output torque measured over time; a fourth line 266 representing the resulting clutch torque in the first directional clutch over time during a temporary boost function; a fifth line 268 representing the resulting clutch torque in the second directional clutch over time during a boost function Petition 870200135291, dated 10 / 27 / 2020, pp. 41 / 66 / 42 temporary; and a sixth line 270 describing the output torque of the boost function over time.

[0068] Generally, with respect to time, data representation 250 of FIG. 4 corresponds to a scenario in which vehicle 100 is performing a change of direction of travel from a forward direction to a reverse direction. In particular, as shown, vehicle 100 operates in a forward split mode from time position t0 to approximately time position t3.75; transitions to a series mode approximately at time position t3.75; operates in series mode from time position t3.75 to approximately time position t6.5; transitions to reverse split mode approximately at time position t6.5; and operates in reverse split mode beyond approximately time position t6.5.

[0069] With respect to the first line 258 of Fig. 4, the second CVP torque reflects the torque of the second CVP 122 that is transferred to the transmission 126, for example, as determined based on the data from the CVP sensor 114 (FIG. 2). As shown, the measured second CVP torque (line 258) diverges from the desired second CVP torque (line 260), particularly in areas immediately before and after the transitions between modes. This is typically a result of drops in the maximum CVP torque (line 262) associated with the physical limitations of the second CVP 122. During nominal operation (e.g., without the boost function), these conditions result in an output torque that drops in the beginning and end portions of the series mode, as reflected by line 264. However, as noted above, these conditions (as well as others) can result in the implementation of the boost function.

[0070] As reflected by line 266, the forward gear directional clutch 194 is in a fully engaged state (i.e., a resulting clutch torque of approximately 100%) during the mode Petition 870200135291, dated 10 / 27 / 2020, p. 42 / 66 / 42 temporary; and a sixth line 270 describing the output torque of the boost function over time.

[0068] Generally, with respect to time, data representation 250 of FIG. 4 corresponds to a scenario in which vehicle 100 is performing a change of direction of travel from a forward direction to a reverse direction. In particular, as shown, vehicle 100 operates in a forward split mode from time position t0 to approximately time position t3.75; transitions to a series mode approximately at time position t3.75; operates in series mode from time position t3.75 to approximately time position t6.5; transitions to reverse split mode approximately at time position t6.5; and operates in reverse split mode beyond approximately time position t6.5.

[0069] With respect to the first line 258 of Fig. 4, the second CVP torque reflects the torque of the second CVP 122 that is transferred to the transmission 126, for example, as determined based on the data from the CVP sensor 114 (FIG. 2). As shown, the measured second CVP torque (line 258) diverges from the desired second CVP torque (line 260), particularly in areas immediately before and after the transitions between modes. This is typically a result of drops in the maximum CVP torque (line 262) associated with the physical limitations of the second CVP 122. During nominal operation (e.g., without the boost function), these conditions result in an output torque that drops in the beginning and end portions of the series mode, as reflected by line 264. However, as noted above, these conditions (as well as others) can result in the implementation of the boost function.

[0070] As reflected by line 266, the forward gear directional clutch 194 is in a fully engaged state (i.e., a resulting clutch torque of approximately 100%) during the mode Petition 870200135291, dated 10 / 27 / 2020, page 42 / 66 / 42 of forward division and, subsequently, the forward gear directional clutch 194 is commanded in a partially engaged state of approximately 5% to implement a temporary boost function. In particular, the partially engaged state of the forward gear directional clutch 194 during the boost function is initiated after the start of the series mode approximately at time position t3.75 and has a duration during the initial portions of the series mode approximately from time position t3.75 until approximately time position t4.25, at which point the boost function is terminated and the forward gear directional clutch 194 is fully disengaged (e.g., a resulting clutch torque of 0%).

[0071] As reflected by line 268, the reverse directional clutch 196 is in a fully disengaged state (e.g., a resulting clutch torque of approximately 0%) during the forward split mode and an initial portion of the series mode, at which point the controller 104 (FIG. 3) evaluates the operating conditions to initiate an additional instance of the temporary boost function. In particular, approximately at time position t5.8, which corresponds to a short duration before the end of the series mode, the boost function is initiated and the reverse directional clutch 196 partially engages (e.g., a resulting clutch torque of approximately 5%) to implement the temporary boost function.At the end of the series mode and during the transition to reverse split mode, the temporary boost function ends and the reverse gear directional clutch 196 is commanded to the fully engaged state (e.g., a resulting clutch torque of 100%) to continue operation in reverse split mode.

[0072] Indeed, the series mode has a portion of the forward series mode, before the vehicle and / or engine speed goes to zero (for example, the vehicle with slow forward rotation), and a Petition 870200135291, dated 10 / 27 / 2020, page 43 / 66 / 42 of forward division and, subsequently, the forward gear directional clutch 194 is commanded in a partially engaged state of approximately 5% to implement a temporary boost function. In particular, the partially engaged state of the forward gear directional clutch 194 during the boost function is initiated after the start of the series mode approximately at time position t3.75 and has a duration during the initial portions of the series mode approximately from time position t3.75 until approximately time position t4.25, at which point the boost function is terminated and the forward gear directional clutch 194 is fully disengaged (e.g., a resulting clutch torque of 0%).

[0071] As reflected by line 268, the reverse directional clutch 196 is in a fully disengaged state (e.g., a resulting clutch torque of approximately 0%) during the forward split mode and an initial portion of the series mode, at which point the controller 104 (FIG. 3) evaluates the operating conditions to initiate an additional instance of the temporary boost function. In particular, approximately at time position t5.8, which corresponds to a short duration before the end of the series mode, the boost function is initiated and the reverse directional clutch 196 partially engages (e.g., a resulting clutch torque of approximately 5%) to implement the temporary boost function.At the end of the series mode and during the transition to reverse split mode, the temporary boost function ends and the reverse gear directional clutch 196 is commanded to the fully engaged state (e.g., a resulting clutch torque of 100%) to continue operation in reverse split mode.

[0072] Indeed, the series mode has a portion of the forward series mode, before the vehicle and / or engine speed goes to zero (for example, the vehicle with slow forward rotation), and a Petition 870200135291, dated 10 / 27 / 2020, page 43 / 66 / 42 portion of the reverse series mode, after the vehicle and / or engine speed goes to zero (for example, the vehicle is slowly rotating in reverse). The forward directional clutch 194 is partially engaged during at least a portion of the forward series mode, and the reverse directional clutch 196 is partially engaged during at least a portion of the reverse series mode.

[0073] As reflected by a comparison between line 264 and line 270, the two cases of implementation of the boost function result in an output torque (line 270) without the drops resulting from the reduced capacity of the second CVP 122 (line 262), compared to the output torque of the nominal function (line 264). In effect, the partially engaged directional clutches 194, 196 operate to supplement the reduced torque of the second CVP 122 so that the overall output torque can be maintained.

[0074] The views in FIGS. 5 and 6 provide further data representations 272, 286 representing the operation of the transmission 126 by the controller 104. Particularly with reference to FIG. 5, data representation 272 generally represents the operation of the transmission 126 over time (indicated by the horizontal geometric axis 276) during a change of direction of travel in which the transmission 126 transitions between reverse split mode (e.g., from 0 seconds to 3 seconds), through a split mode (e.g., from about 3 seconds to about 7 seconds) and to a forward split mode (e.g., beyond 7 seconds). In FIG. 5, the transmission output speed is indicated on a first vertical (or left) geometric axis 274 and the resulting clutch torque is indicated on a second vertical (or right) geometric axis 275.Data representation 272 includes the clutch torque resulting from the forward gear directional clutch 194 (represented by line 278) representing the change of direction of travel implementing a nominal function (e.g., without a temporary boost function) and a. Petition 870200135291, dated 10 / 27 / 2020, page 44 / 66 / 42 portion of the reverse series mode, after the vehicle and / or engine speed goes to zero (for example, the vehicle is slowly rotating in reverse). The forward directional clutch 194 is partially engaged during at least a portion of the forward series mode, and the reverse directional clutch 196 is partially engaged during at least a portion of the reverse series mode.

[0073] As reflected by a comparison between line 264 and line 270, the two cases of implementation of the boost function result in an output torque (line 270) without the drops resulting from the reduced capacity of the second CVP 122 (line 262), compared to the output torque of the nominal function (line 264). In effect, the partially engaged directional clutches 194, 196 operate to supplement the reduced torque of the second CVP 122 so that the overall output torque can be maintained.

[0074] The views in FIGS. 5 and 6 provide further data representations 272, 286 representing the operation of the transmission 126 by the controller 104. Particularly with reference to FIG. 5, data representation 272 generally represents the operation of the transmission 126 over time (indicated by the horizontal geometric axis 276) during a change of direction of travel in which the transmission 126 transitions between reverse split mode (e.g., from 0 seconds to 3 seconds), through a split mode (e.g., from about 3 seconds to about 7 seconds) and to a forward split mode (e.g., beyond 7 seconds). In FIG. 5, the transmission output speed is indicated on a first vertical (or left) geometric axis 274 and the resulting clutch torque is indicated on a second vertical (or right) geometric axis 275.Data representation 272 includes the clutch torque resulting from the forward gear directional clutch 194 (represented by line 278) representing the change of direction of travel implementing a nominal function (e.g., without a temporary boost function) and a. Petition 870200135291, dated 10 / 27 / 2020, page 44 / 66 / 42 resulting transmission output speed (represented by line 280). As shown by lines 278, 280, the resulting clutch torque of the forward gear directional clutch 194 is 0% during reverse split mode and series mode and is driven to 100% during forward split mode.

[0075] Data representation 272 additionally includes the clutch torque resulting from the forward gear directional clutch 194 (represented by line 284) representing the change in direction of travel implementing the temporary boost function and the resulting transmission output speed (represented by line 282). As shown by lines 282, 284, the clutch torque resulting from the forward gear directional clutch 194 is 0% during reverse split mode and an initial portion of the series mode. As the output speed decreases to 0 during the series mode, the forward gear directional clutch 194 is partially engaged at approximately 20% and subsequently increased to 100% after transitioning to forward split mode. As is clear from a comparison of line 280 and line 284, the temporary boost function operates to increase the transmission output speed relative to operation according to the nominal function.

[0076] Now with reference to FIG. 6, data representation 286 generally represents the operation of transmission 126 along the increase in transmission output speed (indicated by the horizontal geometric axis 290) during a transition of transmission 126 from a series mode (e.g., from 0 seconds to 2 seconds) to a series of forward split modes (e.g., beyond 2 seconds). In FIG. 6, the transmission output torque is indicated on a first vertical (or left) geometric axis 288 and the resulting clutch torque is indicated on a second vertical (or right) geometric axis 289. Data representation 286 includes the resulting clutch torque from the gear directional clutch to Petition 870200135291, dated 10 / 27 / 2020, page 45 / 66 / 42 resulting transmission output speed (represented by line 280). As shown by lines 278, 280, the resulting clutch torque of the forward gear directional clutch 194 is 0% during reverse split mode and series mode and is driven to 100% during forward split mode.

[0075] Data representation 272 additionally includes the clutch torque resulting from the forward gear directional clutch 194 (represented by line 284) representing the change in direction of travel implementing the temporary boost function and the resulting transmission output speed (represented by line 282). As shown by lines 282, 284, the clutch torque resulting from the forward gear directional clutch 194 is 0% during reverse split mode and an initial portion of the series mode. As the output speed decreases to 0 during the series mode, the forward gear directional clutch 194 is partially engaged at approximately 20% and subsequently increased to 100% after transitioning to forward split mode. As is clear from a comparison of line 280 and line 284, the temporary boost function operates to increase the transmission output speed relative to operation according to the nominal function.

[0076] Now with reference to FIG. 6, data representation 286 generally represents the operation of transmission 126 along the increase in transmission output speed (indicated by the horizontal geometric axis 290) during a transition of transmission 126 from a series mode (e.g., from 0 seconds to 2 seconds) to a series of forward split modes (e.g., beyond 2 seconds). In FIG. 6, the transmission output torque is indicated on a first vertical (or left) geometric axis 288 and the resulting clutch torque is indicated on a second vertical (or right) geometric axis 289. Data representation 286 includes the resulting clutch torque from the gear directional clutch to Petition 870200135291, dated 10 / 27 / 2020, page 45 / 66 / 42 front 194 (represented by line 292) implementing a nominal function (e.g., without a temporary boost function) and the resulting transmission output torque (represented by line 294). As shown by lines 292, 294, the resulting clutch torque of the forward gear directional clutch 194 is 0% during series mode and is driven to 100% during forward split modes. Data representation 286 additionally includes the resulting clutch torque of the forward gear directional clutch 194 (represented by line 296) representing the implementation of the temporary boost function and the resulting transmission output torque (represented by line 298).As shown by lines 296, 298, the resulting clutch torque from the forward gear directional clutch 194 is approximately 10% during the series mode duration and is subsequently increased to 100% after transitioning to forward split modes. As is clear from a comparison of line 294 and line 298, the temporary boost function operates to increase the transmission output torque relative to operation according to the nominal function.

[0077] Consequently, the present power control system provides a transmission with a series of clutches to implement the various modes. Generally, the clutches, after actuation, are fully engaged to implement the modes. However, as described in this document, the power control system can implement a temporary boost function during the series mode in which one or more clutches are partially engaged so that the propeller power can be used to supplement the motor power. By using the power control system of the present description, the temporary boost function provides more consistent power, normally without the need for a larger motor to otherwise provide the commanded power, thus improving packaging and cost. Petition 870200135291, dated 10 / 27 / 2020, page 46 / 66 / 42 front 194 (represented by line 292) implementing a nominal function (e.g., without a temporary boost function) and the resulting transmission output torque (represented by line 294). As shown by lines 292, 294, the resulting clutch torque of the forward gear directional clutch 194 is 0% during series mode and is driven to 100% during forward split modes. Data representation 286 additionally includes the resulting clutch torque of the forward gear directional clutch 194 (represented by line 296) representing the implementation of the temporary boost function and the resulting transmission output torque (represented by line 298).As shown by lines 296, 298, the resulting clutch torque from the forward gear directional clutch 194 is approximately 10% during the series mode duration and is subsequently increased to 100% after transitioning to forward split modes. As is clear from a comparison of line 294 and line 298, the temporary boost function operates to increase the transmission output torque relative to operation according to the nominal function.

[0077] Consequently, the present power control system provides a transmission with a series of clutches to implement the various modes. Generally, the clutches, after actuation, are fully engaged to implement the modes. However, as described in this document, the power control system can implement a temporary boost function during the series mode in which one or more clutches are partially engaged so that the propeller power can be used to supplement the motor power. By using the power control system of the present description, the temporary boost function provides more consistent power, normally without the need for a larger motor to otherwise provide the commanded power, thus improving packaging and cost. Petition 870200135291, dated 10 / 27 / 2020, pages 46 / 66 / 42

[0078] Also, the following examples are provided, which are numbered for ease of reference.

[0079] 1. A control system for operating a transmission system of a work vehicle having a propeller and at least one motor configured to generate power to an output shaft, the control system comprising: a transmission operationally positioned between the propeller, the at least one motor and the output shaft, the transmission comprising at least one directional clutch and a plurality of control assembly clutches coupled and configured for selective engagement to transfer power from the propeller and the at least one motor to drive the output shaft according to a plurality of modes; and a controller, having a processor and memory architecture, configured to selectively engage the at least one directional clutch and the plurality of control assembly clutches with clutch commands to implement the plurality of modes,including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft, a first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power from the propeller only to drive the output shaft, the controller further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement the power of at least one motor with the power of the propeller to drive the output shaft. Petition 870200135291, dated 10 / 27 / 2020, p. 47 / 66 / 42

[0078] Also, the following examples are provided, which are numbered for ease of reference.

[0079] 1. A control system for operating a transmission system of a work vehicle having a propeller and at least one motor configured to generate power to an output shaft, the control system comprising: a transmission operationally positioned between the propeller, the at least one motor and the output shaft, the transmission comprising at least one directional clutch and a plurality of control assembly clutches coupled and configured for selective engagement to transfer power from the propeller and the at least one motor to drive the output shaft according to a plurality of modes; and a controller, having a processor and memory architecture, configured to selectively engage the at least one directional clutch and the plurality of control assembly clutches with clutch commands to implement the plurality of modes,including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft, a first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power from the propeller only to drive the output shaft, the controller further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement the power of at least one motor with the power of the propeller to drive the output shaft. Petition 870200135291, dated 10 / 27 / 2020, page 47 / 66 / 42

[0080] 2. The control system of example 1, in which the controller is configured to implement the temporary boost function immediately at the beginning of the first serial mode for a partial duration of the first serial mode.

[0081] 3. The control system of example 2, in which the controller is configured to terminate the temporary boost function after the partial duration of the first series mode, at which point at least one directional clutch is fully disengaged.

[0082] 4. The control system of example 1, in which the controller is configured to implement the temporary boost function at a time after the start of the first serial mode and before the end of the first serial mode for a duration that extends to the end of the first serial mode.

[0083] 5. The control system of example 1, in which the controller is configured to implement the temporary boost function at the beginning of the first series mode in which at least one directional clutch is partially engaged, to terminate the temporary boost function during an intermediate portion of the first series mode in which at least one directional clutch is fully disengaged, and to implement the temporary boost function at the end of the first series mode.

[0084] 6. The control system of example 1, in which the controller is configured to implement the temporary boost function along the first serial mode.

[0085] 7. The control system of example 1, in which, during the implementation of the temporary boost function, the controller generates the clutch commands so that a resulting clutch torque in at least one directional clutch is less than 10%.

[0086] 8. The control system of example 1, in which, during the implementation of the temporary reinforcement function, the controller generates the Petition 870200135291, dated 10 / 27 / 2020, pages 48 / 66 / 42

[0080] 2. The control system of example 1, in which the controller is configured to implement the temporary boost function immediately at the beginning of the first serial mode for a partial duration of the first serial mode.

[0081] 3. The control system of example 2, in which the controller is configured to terminate the temporary boost function after the partial duration of the first series mode, at which point at least one directional clutch is fully disengaged.

[0082] 4. The control system of example 1, in which the controller is configured to implement the temporary boost function at a time after the start of the first serial mode and before the end of the first serial mode for a duration that extends to the end of the first serial mode.

[0083] 5. The control system of example 1, in which the controller is configured to implement the temporary boost function at the beginning of the first series mode in which at least one directional clutch is partially engaged, to terminate the temporary boost function during an intermediate portion of the first series mode in which at least one directional clutch is fully disengaged, and to implement the temporary boost function at the end of the first series mode.

[0084] 6. The control system of example 1, in which the controller is configured to implement the temporary boost function along the first serial mode.

[0085] 7. The control system of example 1, in which, during the implementation of the temporary boost function, the controller generates the clutch commands so that a resulting clutch torque in at least one directional clutch is less than 10%.

[0086] 8. The control system of example 1, in which, during the implementation of the temporary reinforcement function, the controller generates the Petition 870200135291, dated 10 / 27 / 2020, page 48 / 66 / 42 clutch controls so that a resulting clutch torque in at least one directional clutch is less than 5%.

[0087] 9. The control system of example 1, in which, during the implementation of the temporary boost function, the controller generates the mode clutch commands for partial engagement of at least one directional clutch for a duration of less than 1 second.

[0088] 10. The control system of example 1, in which at least one directional clutch includes a forward gear directional clutch, the first split mode is a forward gear split mode in which the forward gear directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft in a forward direction,The first direct drive mode is a forward direct drive mode in which the forward gear directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power only from the motor to drive the output shaft in the forward direction, and the first series mode includes a portion of forward series mode in which at least one of the plurality of clutches in the control assembly is fully engaged to transfer power primarily from at least one motor to drive the output shaft in the forward direction, and in which the controller, during the temporary boost function within the portion of the forward series mode, is configured to generate the clutch commands to partially engage the forward gear directional clutch.

[0089] 11. The control system of example 10, in which at least one directional clutch also includes a reverse directional clutch, in which the plurality of modes implemented by the controller Petition 870200135291, dated 10 / 27 / 2020, page 49 / 66 / 42 clutch controls so that a resulting clutch torque in at least one directional clutch is less than 5%.

[0087] 9. The control system of example 1, in which, during the implementation of the temporary boost function, the controller generates the mode clutch commands for partial engagement of at least one directional clutch for a duration of less than 1 second.

[0088] 10. The control system of example 1, in which at least one directional clutch includes a forward gear directional clutch, the first split mode is a forward gear split mode in which the forward gear directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft in a forward direction,The first direct drive mode is a forward direct drive mode in which the forward gear directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power only from the motor to drive the output shaft in the forward direction, and the first series mode includes a portion of forward series mode in which at least one of the plurality of clutches in the control assembly is fully engaged to transfer power primarily from at least one motor to drive the output shaft in the forward direction, and in which the controller, during the temporary boost function within the portion of the forward series mode, is configured to generate the clutch commands to partially engage the forward gear directional clutch.

[0089] 11. The control system of example 10, in which at least one directional clutch also includes a reverse directional clutch, in which the plurality of modes implemented by the controller Petition 870200135291, dated 10 / 27 / 2020, pp. 49 / 66 / 42, includes a reverse split mode in which the reverse directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft in a reverse direction, and a reverse direct drive mode in which the reverse directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power only from the propeller to drive the output shaft in the reverse direction, and in which the first series mode includes a portion of reverse series mode in which at least one of the plurality of clutches in the control assembly is fully engaged to transfer power primarily from at least one motor to drive the output shaft in the reverse direction, and in which the controller,During the temporary boost function within the reverse series mode portion, it is configured to generate clutch commands to partially engage the reverse gear directional clutch.

[0090] 12. The control system of example 11, wherein the controller is configured to implement a change of direction of travel in which the transmission transitions from forward split mode to the first series mode and to reverse split mode, and wherein the controller is configured to implement the temporary boost function during the forward series mode portion of the first series mode immediately following the forward split mode, and during the reverse series mode portion of the first series mode immediately preceding the reverse split mode.

[0091] 13. The control system of example 11, in which the controller is configured to implement a change of direction of travel in which the transmission transitions from reverse split mode to first series mode and to forward split mode, and in which the Petition 870200135291, dated 10 / 27 / 2020, pp. 50 / 66 / 42, includes a reverse split mode in which the reverse directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power of the propeller and at least one motor to drive the output shaft in a reverse direction, and a reverse direct drive mode in which the reverse directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power only from the propeller to drive the output shaft in the reverse direction, and in which the first series mode includes a portion of reverse series mode in which at least one of the plurality of clutches in the control assembly is fully engaged to transfer power primarily from at least one motor to drive the output shaft in the reverse direction, and in which the controller,During the temporary boost function within the reverse series mode portion, it is configured to generate clutch commands to partially engage the reverse gear directional clutch.

[0090] 12. The control system of example 11, wherein the controller is configured to implement a change of direction of travel in which the transmission transitions from forward split mode to the first series mode and to reverse split mode, and wherein the controller is configured to implement the temporary boost function during the forward series mode portion of the first series mode immediately following the forward split mode, and during the reverse series mode portion of the first series mode immediately preceding the reverse split mode.

[0091] 13. The control system of example 11, in which the controller is configured to implement a change of direction of travel in which the transmission transitions from reverse split mode to first series mode and to forward split mode, and in which the Petition 870200135291, dated 10 / 27 / 2020, page 50 / 66 / 42: The controller is configured to implement the temporary boost function during the reverse serial mode portion of the first serial mode immediately following the reverse split mode, and during the forward serial mode portion of the first serial mode immediately preceding the forward split mode.

[0092] 14. A work vehicle comprising: a propulsion system; at least one continuously variable power (CVP) source; an output shaft; a transmission operationally positioned between the propeller, at least one motor, and the output shaft, the transmission comprising at least one directional clutch and a plurality of control-assembly clutches coupled and configured for selective engagement to transfer power from the propeller and at least one motor to drive the output shaft according to a plurality of modes; and a controller, having a processor and memory architecture, configured to selectively engage at least one directional clutch and the plurality of control-assembly clutches with clutch commands to implement the plurality of modes.including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power from the propeller and at least one motor to drive the output shaft, a first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power from the propeller only to drive the output shaft, the controller further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement power, Petition 870200135291, dated 10 / 27 / 2020, page 51 / 66 / 42: The controller is configured to implement the temporary boost function during the reverse serial mode portion of the first serial mode immediately following the reverse split mode, and during the forward serial mode portion of the first serial mode immediately preceding the forward split mode.

[0092] 14. A work vehicle comprising: a propulsion system; at least one continuously variable power (CVP) source; an output shaft; a transmission operationally positioned between the propeller, at least one motor, and the output shaft, the transmission comprising at least one directional clutch and a plurality of control-assembly clutches coupled and configured for selective engagement to transfer power from the propeller and at least one motor to drive the output shaft according to a plurality of modes; and a controller, having a processor and memory architecture, configured to selectively engage at least one directional clutch and the plurality of control-assembly clutches with clutch commands to implement the plurality of modes.including a first split mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer the combined power from the propeller and at least one motor to drive the output shaft, a first direct drive mode in which at least one directional clutch is fully engaged and at least one of the plurality of clutches in the control assembly is fully engaged to transfer power from the propeller only to drive the output shaft, the controller further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch is partially engaged to supplement power, Petition 870200135291, dated 10 / 27 / 2020, page 51 / 66 / 42, regarding at least one motor with the power of the propeller to drive the output shaft.

[0093] 15. The working vehicle of example 14, in which the controller is configured to implement the temporary boost function immediately at the start of the first serial mode for a partial duration of the first serial mode.

[0094] The terminology used here is for the purpose of describing only specific modalities and is not intended to be limiting of the description. As used here, the singular forms “a”, “an”, and “the” are intended to include plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the terms “comprises” and / or “comprising”, when used here in this specification, specify the presence of resources, integers, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other resources, integers, steps, operations, elements, components and / or groups thereof.

[0095] The description of the present invention has been presented for illustrative and descriptive purposes, but is not intended to be exhaustive or limited to the description in the disclosed form. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the description. The embodiments explicitly referenced in this document have been chosen and described in order to better explain the principles of the invention and its practical application and to enable others skilled in the art to understand the invention and recognize many alternatives, modifications and variations on the example(s) described. Consequently, various embodiments and implementations different from those explicitly described are within the scope of the following claims. Petition 870200135291, dated 10 / 27 / 2020, p. 52 / 66 / 42, regarding at least one motor with the power of the propeller to drive the output shaft.

[0093] 15. The working vehicle of example 14, in which the controller is configured to implement the temporary boost function immediately at the start of the first serial mode for a partial duration of the first serial mode.

[0094] The terminology used here is for the purpose of describing only specific modalities and is not intended to be limiting of the description. As used here, the singular forms “a”, “an”, and “the” are intended to include plural forms as well, unless the context clearly indicates otherwise. It will also be understood that the terms “comprises” and / or “comprising”, when used here in this specification, specify the presence of resources, integers, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other resources, integers, steps, operations, elements, components and / or groups thereof.

[0095] The description of the present invention has been presented for illustrative and descriptive purposes, but is not intended to be exhaustive or limited to the description in the disclosed form. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the description. The embodiments explicitly referenced in this document have been chosen and described in order to better explain the principles of the invention and its practical application and to enable others skilled in the art to understand the invention and recognize many alternatives, modifications and variations on the example(s) described. Consequently, various embodiments and implementations different from those explicitly described are within the scope of the following claims. Petition 870200135291, dated 10 / 27 / 2020, pp. 52 / 66

Claims

1 / 8 CLAIMS 1. Control system (102) for operating a transmission system (106) of a work vehicle (100) having a propeller (118) and at least one motor (120, 122) configured to generate power to an output shaft (128), the control system (102) characterized in that it comprises: a transmission (126) operationally positioned between the propeller (118), at least one motor (120, 122) and the output shaft (128), the transmission (126) comprising at least one directional clutch (194, 196) and a plurality of control assembly clutches (184, 186, 188, 190, 192) coupled together and configured for selective engagement to transfer power from the propeller (118) and at least one motor (120, 122) to actuate the output shaft (128) according to a plurality of modes; and a controller (104), having a processor and memory architecture, configured to selectively actuate at least one directional clutch (194,196) and the plurality of control assembly clutches (184, 186, 188, 190, 192) with clutch controls to implement the plurality of modes, including a first split mode in which at least one directional clutch (194, 196) is fully engaged and at least one of the plurality of control assembly clutches (184, 186, 188, 190, 192) is fully engaged to transfer the combined power of the propeller (118) and at least one motor (120, 122) to drive the output shaft (128), a first direct drive mode in which at least one directional clutch (194, 196) is fully engaged and at least one of the plurality of control assembly clutches (184, 186, 188, 190, 192) is fully engaged engaged to transfer power from the propeller only (118) to drive the output shaft (128), and Petition 870250008488, dated 01 / 31 / 2025,pg. 8 / 47 2 / 8 a first series mode in which at least one of the plurality of clutches in the control assembly (184, 186, 188, 190, 192) is fully engaged to transfer power primarily from at least one motor (120, 122) to drive the output shaft (128), the controller (104) further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch (194, 196) is partially engaged to supplement the power of at least one motor (120, 122) with the power of the propeller (118) to drive the output shaft (128).

2. Control system (102) according to claim 1, characterized in that the controller (104) is configured to implement the temporary boost function immediately at the beginning of the first serial mode for a partial duration of the first serial mode.

3. Control system (102) according to claim 2, characterized in that the controller (104) is configured to terminate the temporary boost function after the partial duration of the first series mode, at which time at least one directional clutch (194, 196) is fully disengaged.

4. Control system (102) according to claim 1, characterized in that the controller (104) is configured to implement the temporary boost function at a time after the start of the first serial mode and before the end of the first serial mode for a duration that extends to the end of the first serial mode.

5. Control system (102) according to claim 1, characterized in that the controller (104) is configured to implement the temporary boost function at the beginning of the first series mode in which at least one directional clutch (194, 196) is partially engaged, to terminate the temporary boost function during an intermediate portion of the first series mode in which at least one directional clutch (194, 196) is fully disengaged and implement the temporary boost function at the end of the first series mode.

6. Control system (102) according to claim 1, characterized in that the controller (104) is configured to implement the temporary boost function along the first serial mode.

7. Control system (102) according to claim 1, characterized in that, during the implementation of the temporary boost function, the controller (104) generates the clutch commands in such a way that a resulting clutch torque in at least one directional clutch (194, 196) is less than 10%.

8. Control system (102) according to claim 1, characterized in that, during the implementation of the temporary boost function, the controller (104) generates the clutch commands in such a way that a resulting clutch torque in at least one directional clutch (194, 196) is less than 5%.

9. Control system (102) according to claim 1, characterized in that, during the implementation of the temporary boost function, the controller (104) generates the mode clutch commands for partial engagement of at least one directional clutch (194, 196) for a duration of less than 1 second.

10. Control system (102) according to claim 1, characterized in that at least one directional clutch (194, 196) includes a forward gear directional clutch (194), the first split mode is a forward gear split mode in which the forward gear directional clutch (194) is fully engaged and at least one of the plurality of clutches in the control assembly (184, Petition 870250008488, dated 01 / 31 / 2025, page 10 / 47 4 / 8 186, 188, 190, 192) is fully engaged to transfer the combined power of the propeller (118) and at least one motor (120, 122) to drive the output shaft (128) in a forward direction, the first direct drive mode is a forward direct drive mode in which the forward gear steering clutch (194) is fully engaged and at least one of the plurality of clutches in the control assembly (184, 186, 188, 190,192) is fully engaged to transfer power only from the propeller (118) to drive the output shaft (128) in the forward direction and the first series mode includes a forward series mode portion in which at least one of the plurality of clutches in the control assembly (184, 186, 188, 190, 192) is fully engaged to transfer power primarily from at least one motor (120, 122) to drive the output shaft (128) in the forward direction, and in which the controller (104), during the temporary boost function within the forward series mode portion, is configured to generate the clutch commands to partially engage the forward gear directional clutch (194).

11. Control system (102) according to claim 10, characterized in that at least one directional clutch (194, 196) further includes a reverse directional clutch (196), wherein the plurality of modes implemented by the controller (104) includes a reverse split mode in which the reverse directional clutch (196) is fully engaged and at least one of the plurality of clutches in the control assembly (184, 186, 188, 190, 192) is fully engaged to transfer the combined power of the propeller (118) and at least one motor (120, 122) to drive the output shaft (128) in a reverse direction, and a reverse direct drive mode in which the reverse directional clutch (196) is fully engaged and at least one of the plurality of clutches in the control assembly (184, 186, 188, 190, 192) is fully engaged. 186, Petition 870250008488, dated 01 / 31 / 2025, page.11 / 47 5 / 8 188, 190, 192 ) is fully engaged to transfer power only from the propeller (118) to drive the output shaft (128) in the reverse direction, and wherein the first series mode includes a reverse series mode portion in which at least one of the plurality of clutches in the control assembly (184, 186, 188, 190, 192) is fully engaged to transfer power primarily from at least one motor (120, 122) to drive the output shaft (128) in the reverse direction, and wherein the controller (104), during the temporary boost function within the reverse series mode portion, is configured to generate the clutch commands to partially engage the reverse directional clutch (196).

12. Control system (102) according to claim 11, characterized in that the controller (104) is configured to implement a change of direction of travel in which the transmission (126) transitions from forward split mode to the first series mode and to reverse split mode, and in which the controller (104) is configured to implement the temporary boost function during the forward series mode portion of the first series mode immediately after the forward split mode, and during the reverse series mode portion of the first series mode immediately before the reverse split mode.

13. Control system (102) according to claim 11, characterized in that the controller (104) is configured to implement a change of direction of travel in which the transmission (126) transitions from reverse split mode to the first series mode and to reverse split mode, and in which the controller (104) is configured to implement the temporary boost function during the reverse series mode portion of the first series mode immediately after the reverse split mode, and Petition 870250008488, dated 01 / 31 / 2025, page 12 / 47 6 / 8 during the forward series mode portion of the first series mode immediately before the forward split mode.

14. Work vehicle (100), characterized in that it comprises: a propeller (118); at least one continuously variable power source (CVP); an output shaft (128); a transmission (126) operationally positioned between the propeller (118), at least one motor (120, 122) and the output shaft (128), the transmission comprising at least one directional clutch (194, 196) and a plurality of control assembly clutches (184, 186, 188, 190, 192) coupled and configured for selective engagement to transfer power from the propeller (118) and at least one motor (120, 122) to drive the output shaft (128) in accordance with a plurality of modes; and a controller (104), having a processor and memory architecture, configured to selectively actuate at least one directional clutch (194, 196) and the plurality of control set clutches with clutch commands to implement the plurality of modes,including a first split mode in which at least one directional clutch (194, 196) is fully engaged and at least one of the plurality of clutches in the control assembly (184, 186, 188, 190, 192) is fully engaged to transfer the combined power of the propeller (118) and at least one motor (120, 122) to drive the output shaft (128), a first direct drive mode in which at least one directional clutch (194, 196) is fully engaged and at least one of the plurality of clutches in the control assembly (184, 186, Petition 870250008488, dated 01 / 31 / 2025, page 13 / 47 7 / 8 188, 190, 192) is fully engaged to transfer power from only the propeller (118) to drive the output shaft (128), and a first series mode in which at least one of the plurality of clutches in the control assembly (184, 186, 188, 190, 192) is fully engaged to transfer power primarily from at least one motor (120,122) to drive the output shaft (128), the controller further configured to implement a temporary boost function within at least a portion of the first series mode in which at least one directional clutch (194, 196) is partially engaged to supplement the power of at least one motor (120, 122) with the power of the drive (118) to drive the output shaft (128).

15. Working vehicle (100) according to claim 14, characterized in that the controller (104) is configured to implement the temporary boost function immediately at the beginning of the first serial mode for a partial duration of the first serial mode.

16. Working vehicle (100) according to claim 14, characterized in that the controller (104) is configured to implement the temporary reinforcement function at a time after the start of the first serial mode and before the end of the first serial mode for a duration that extends until the end of the first serial mode.

17. Work vehicle (100) according to claim 14, characterized in that the controller (104) is configured to implement the temporary boost function at the beginning of the first series mode in which at least one directional clutch (194, 196) is partially engaged, to end the temporary boost function during an intermediate portion of the first series mode in which at least one directional clutch (194, 196) is completely disengaged, and Petition 870250008488, dated 01 / 31 / 2025, page 14 / 47 8 / 8 to implement the temporary boost function at the end of the first series mode.

18. Working vehicle (100) according to claim 14, characterized in that the controller (104) is configured to implement the temporary boost function throughout the first serial mode.

19. Work vehicle (100) according to claim 14, characterized in that during the implementation of the temporary boost function, the controller (104) generates the clutch commands in such a way that a resulting clutch torque on at least one directional clutch (194, 196) is less than 5%.

20. Work vehicle (100) according to claim 14, characterized in that during the implementation of the temporary boost function, the controller (104) generates the clutch commands for partial engagement of at least one directional clutch (194, 196) for a duration of less than 1 second. Petition 870250008488, dated 31 / 01 / 2025, page 15 / 47

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