Multi-mode integrated starter generator apparatus with solenoid cam actuation

Abstract

A combined starter-generator device is provided for a work vehicle having an engine. The starter-generator device includes a motor and a gear set, the gear set being configured to receive rotational input from the motor and the engine. The gear set is configured to operate in at least one of a first gear ratio, a second gear ratio, and a third gear ratio in a first power flow direction, and to operate in at least a fourth gear ratio in a second power flow direction. The starter-generator device also includes: at least one clutch, the at least one clutch selectively coupled to the gear set to achieve the gear ratio; and an actuation assembly, the actuation assembly including at least one electromechanical solenoid device, the at least one electromechanical solenoid device being configured to selectively shift the at least one clutch from a disengaged position to an engaged position, in which the at least one clutch is disengaged from the gear set, and in which the at least one clutch is coupled to the gear set.

Description

Technical Field

[0001] The present disclosure relates to a work vehicle power system including an apparatus for starting a mechanical power device and generating electrical power from the mechanical power device. Background Art

[0002] Work vehicles (e.g., those used in the agricultural, construction, and forestry industries) and other conventional vehicles may be powered by an internal combustion engine (e.g., a diesel engine), although hybrid power sources (e.g., an engine and an electric motor) are becoming more common. In any case, the engine remains the primary power source for the work vehicle, and a mechanical input from a starter is required to initiate the rotation of the crankshaft and the reciprocating motion of the pistons within the cylinders. The torque requirement for starting the engine is high, especially for large diesel engines commonly found in heavy machinery.

[0003] The work vehicle additionally includes subsystems that require electrical power. To power these subsystems of the work vehicle, an alternator or generator may be used to generate AC or DC power to utilize a portion of the engine power. The battery of the work vehicle is then charged by inverting the current from the alternator. Traditionally, a direct or serpentine belt couples the output shaft of the engine to the alternator to generate AC power. The torque requirement for generating current by a running engine is significantly lower than the torque requirement for engine starting. In order to properly transfer power between the engine and the battery to simultaneously start the engine and generate electricity, many different components and devices are typically required, causing issues with size, cost, and complexity. Summary of the invention

[0004] The present disclosure provides a combined engine starter generator apparatus with an integrated transmission that may be used, for example, in a work vehicle for cold engine starting and power generation, thereby achieving the dual purpose of engine starter and alternator with more robust power transmission to and from the engine in both cases.

[0005] In one aspect, the present disclosure provides a combined starter-generator device for a work vehicle having an engine. The starter-generator device includes a motor and a gear set, the gear set being configured to receive rotational input from the motor and the engine and to couple the motor and the engine in a first power flow direction and a second power flow direction. The gear set is configured to operate in at least one of a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction, and to operate in at least a fourth gear ratio in the second power flow direction. The starter-generator device also includes at least one clutch selectively coupled to the gear set to achieve a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction, and to achieve a fourth gear ratio in the second power flow direction; and an actuating assembly, the actuating assembly including at least one electromechanical solenoid device, the at least one electromechanical solenoid device being configured to selectively shift at least one clutch from a disengaged position to an engaged position, in which the at least one clutch is disengaged from the gear set, and in which the at least one clutch is coupled to the gear set.

[0006] In another aspect, the present disclosure provides a transmission assembly for a work vehicle. The transmission assembly includes an engine; an electric motor; and a gear set, the gear set being configured to receive rotational input from the electric motor and the engine, and to couple the electric motor and the engine in a first power flow direction and a second power flow direction. The gear set is configured to operate in at least one of a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction, and to operate in at least a third gear ratio in the second power flow direction. The transmission assembly also includes at least one clutch, the at least one clutch selectively coupled to the gear set to achieve a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction, and to achieve a fourth gear ratio in the second power flow direction; an actuation assembly, the actuation assembly including at least one electromechanical solenoid device, the at least one electromechanical solenoid device being configured to selectively shift at least one clutch from a disengaged position to an engaged position, in which the at least one clutch is disengaged from the gear set, and in which the at least one clutch is coupled to the gear set; and a controller, the controller being coupled to the at least one electromechanical solenoid device to selectively energize the electromechanical solenoid device and shift the electromechanical solenoid device.

[0007] The details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features and advantages will be apparent from the description, drawings, and claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 is a schematic side view of an exemplary work vehicle in the form of an agricultural tractor in which the disclosed integrated starter-generator apparatus may be used;

[0009] Figure 2 yes Figure 1 A simplified partial perspective view of an engine of a work vehicle of FIG. 1 showing an exemplary mounting location for an exemplary starter-generator apparatus;

[0010] Figure 3 yes Figure 1 A schematic diagram of a portion of a power transmission device of a work vehicle having an exemplary starter generator device;

[0011] Figure 4 Yes, you can Figure 1 An isometric side view of a powertrain assembly of an exemplary starter-generator apparatus implemented in a work vehicle of;

[0012] Figure 5 is for an exemplary starter generator device Figure 4 An exploded isometric view of the powertrain assembly;

[0013] Figure 6 is for an exemplary starter generator device Figure 5 a partial isometric view of a portion of a solenoid cam actuation device of a power transmission assembly;

[0014] Figure 7 is for an exemplary starter generator device Figure 6 a partial first end view of a solenoid cam actuator of a power transmission assembly;

[0015] Figure 8 is used for an exemplary starter generator device from Figure 4 an isometric view of the powertrain assembly with the solenoid cam actuator and clutch assembly removed;

[0016] Fig. 9 is used for an exemplary starter generator device from Figure 4 an isometric view of a powertrain assembly with the solenoid cam actuator and a first portion of the clutch assembly removed;

[0017] Fig.10 is used for an exemplary starter generator device from Figure 4 an isometric view of a powertrain assembly with the solenoid cam actuator and a second portion of the clutch assembly removed;

[0018] Fig.11 is used for an exemplary starter generator device from Figure 4 an isometric view of a third portion of the powertrain assembly with the solenoid cam actuator and clutch assembly removed;

[0019] Fig.12 is used for an exemplary starter generator device from Figure 4 A partial exploded view of the power transmission assembly with the clutch device and gear set removed;

[0020] Fig.13 is used for an exemplary starter generator device by Figure 7 A first cross-sectional view of the power transmission assembly along line 13-13;

[0021] Fig.14 is used for an exemplary starter generator device by Figure 7 Another cross-sectional view of the power transmission assembly along line 14-14;

[0022] Fig.15 is used for an exemplary starter generator device by Figure 7 A first cross-sectional view of the power transmission assembly along line 15-15;

[0023] Fig.16 is for an exemplary starter generator device Fig.13 A partial cross-sectional view of a powertrain assembly during an engine cold start mode;

[0024] Fig.17 is for an exemplary starter generator device Fig.14 A partial cross-sectional view of a powertrain assembly during an engine hot start mode;

[0025] Fig.18 is for an exemplary starter generator device Fig.15 a partial cross-sectional view of a powertrain assembly during boost mode; and

[0026] Fig.19 is for an exemplary starter generator device Fig.15 A partial cross-sectional view of a powertrain assembly during a generating mode.

[0027] Like reference numbers in the various drawings represent like elements. DETAILED DESCRIPTION

[0028] The following describes one or more exemplary embodiments of the disclosed starter-generator apparatus as shown in the figures of the drawings briefly described above. Various modifications to the exemplary embodiments may occur to those skilled in the art.

[0029] As used herein, unless otherwise limited or modified, a list of elements separated by a connective term (e.g., "and") and preceded by the phrase "one or more of" or "at least one of" indicates a configuration or device that may include the elements in the list individually or in any combination thereof. For example, "at least one of A, B, and C" or "one or more of A, B, and C" indicates the possibility of only A, only B, only C, or any combination of two or more of A, B, and C (e.g., A and B; B and C; A and C; or A, B, and C).

[0030] As used herein, the term "axial" refers to a dimension that is roughly parallel to the axis of rotation, the axis of symmetry, or the centerline of one or more components. For example, in a cylinder or disk having a centerline and opposite generally circular ends or faces, the "axial" dimension may refer to a dimension that extends roughly parallel to the centerline between the opposite ends or faces. In some cases, the term "axial" may be used with respect to non-cylindrical (or otherwise radially symmetrical) components. For example, the "axial" dimension of a rectangular housing that accommodates a rotating shaft may be viewed as a dimension that is roughly parallel to the axis of rotation of the shaft. In addition, as used herein, the term "radially" may refer to the dimension or relationship of a component relative to a line extending outward from a common centerline, axis, or similar reference (e.g., in a plane of a cylinder or disk perpendicular to the centerline or axis). In some cases, components may be considered to be "radially" aligned, even if one or two of the components may not be cylindrical (or otherwise radially symmetrical). Furthermore, the terms "axial" and "radial" (and any derivatives thereof) may encompass directional relationships other than exact alignment (e.g., skewed) with the true axial and radial dimensions, provided that the relationship is primarily in the corresponding nominal axial or radial dimension. Additionally, the term "circumferential" may refer to a common tangential dimension that is perpendicular to the radial and axial dimensions about the axis.

[0031] Many traditional vehicle power systems include an internal combustion engine and / or one or more batteries (or other chemical power sources) that provide power to various components and subsystems of the vehicle. In some electric vehicles, the battery pack provides power to the entire vehicle, including the drive wheels, to impart motion to the vehicle. In gas-electric hybrid vehicles, the starting power can alternate between engine and electric motor power, or the engine power can be supplemented by electric motor power. In other traditional vehicles, the electrical system is used to start the engine to start and run the non-driven electrical system of the vehicle. In the latter case, the vehicle typically has a starter motor that is powered by the vehicle battery to turn the engine crankshaft, thereby moving the piston in the cylinder. In further cases, the electrical system can enhance the running engine.

[0032] Some engines (e.g., diesel engines) start combustion by compressing fuel, while other engines rely on a spark generator (e.g., a spark plug) powered by a battery to start combustion. Once the engine is running at a sufficient speed, the power system can harvest engine power to power the electrical system and charge the battery. Typically, this power harvesting is performed with an alternator or other type of power generator. The alternator converts AC power into direct current (DC) power that can be used by the battery and the vehicle's electrical components by passing the AC power through an inverter (e.g., a diode rectifier). Conventional alternators utilize power from the engine by coupling the rotor of the alternator to the output shaft of the engine (or a component coupled to the output shaft of the engine). Historically, this was achieved using a dedicated belt, but in some more modern vehicles, the alternator is one of multiple devices that is coupled to the engine (and is therefore powered by the engine) via a single "snake" belt.

[0033] In certain applications, such as in certain heavy machinery and work vehicles, having a conventional arrangement with separate starter and generator components may be disadvantageous. Such separate components require separate housings, which may require separate sealing or isolation from the operating environment and / or occupy separate locations within the limited space of the engine compartment. Other engine compartment layout complications may also occur.

[0034] One or more exemplary embodiments of an improved vehicle power system are described below, which solves one or more of these (or other) problems of conventional systems. In one aspect, the disclosed system includes a combined or integrated device that performs the engine starting function of a starter motor and the power generation function of a generator. The device is referred to herein as an integrated starter generator ("ISG" or "starter generator") device. At least in some embodiments of the system, the term used herein has nothing to do with the type of power generated by the device (i.e., AC or DC current). In some embodiments, the starter generator device can be used to generate electricity in the manner of a "generator" device that directly generates DC current, which may be considered by those skilled in the art. However, as used herein, the term "generator" should mean electricity that generates static or alternating polarity (i.e., AC or DC). Therefore, in the special case of a starter generator device, the power generation function is similar to that of a conventional alternator, and the power generation function generates AC power, which is then rectified into DC power inside or outside the starter generator device.

[0035] In certain embodiments, the starter-generator device may include direct mechanical power coupled to the engine that avoids the use of a belt between the engine and the starter-generator device. For example, the starter-generator device may include a power transmission assembly having a gear set within its housing that is directly coupled to the output shaft of the engine. The gear set may take any of a variety of forms, including a device having meshing spur gears or other gears and a device having one or more planetary gear sets. A large gear reduction ratio may be achieved through the transmission assembly so that a single motor (i.e., a motor or generator) may be used and the single motor may be operated at a speed suitable for one or more types of engine starting and power generation. Direct power coupling between the starter-generator device and the engine may increase system reliability, cold start performance, and power generation of the system.

[0036] In addition, in certain embodiments, the starter-generator device may have a power transmission assembly that automatically and / or selectively changes gear ratios (i.e., changes between power flow paths having different gear ratios). By way of example, the transmission assembly may include one or more passive or active engagement components that engage or disengage to achieve power transmission through the power flow path. In this way, bidirectional or other clutch (or other) configurations may be used to perform starting and power generation functions using appropriate control hardware. Due to the bidirectional nature of the power transmission assembly, the power transmission belt device may be implemented with only a single belt tensioner, thereby providing a relatively compact and simple assembly. In addition to providing torque in two different power flow directions, the gear set may also be constructed and arranged to provide power transmission from the motor to the engine at one of two different speeds, for example, according to different gear ratios. The choice of speed may provide additional functionality and flexibility to the power transmission assembly.

[0037] In one example, the combined starter generator may also include a clutch device having a first clutch, a second clutch, and a third clutch, wherein the first clutch, the second clutch, and the third clutch are actuated using a cam actuation assembly. As described below, the actuation device includes a plurality of solenoid devices, which are used as cams to engage the clutch and / or disengage the clutch. Typically, each solenoid device includes an electromechanical solenoid that converts electrical energy into a mechanical linear force (e.g., a thrust or pull). In one example, the electromechanical solenoid may include an induction coil wound on a cylindrical tube having a ferromagnetic actuator or armature that slides in and out of the coil. In particular, when current flows through the coil, the magnetic field generated repositions the armature, and the change in current (or removal of current) further repositions the armature. The armature of the solenoid device is connected to the clutch via a linkage mechanism, thereby axially shifting between an engaged position and a disengaged position to modify the power flow within the power transmission assembly.

[0038] As used herein with respect to a solenoid device, the terms "activate" or "engage" refer to a command that causes an associated clutch to move to an engaged position. In one example, an engagement command for a solenoid device causes a corresponding armature to be pushed out of the solenoid device, which can occur by applying current to a coil within the solenoid to push the armature out of the solenoid or by interrupting the current to the coil so that a spring pushes the armature out of the solenoid, or vice versa. In other examples, based on the configuration of the linkage and / or the position of the solenoid assembly, an engagement command for a solenoid device can cause the armature to move into the solenoid device so as to engage (or disengage) the associated clutch.

[0039] Various implementations are discussed in more detail below.

[0040] Referring to the accompanying drawings, an exemplary work vehicle powertrain system as a drive train assembly will be described in detail. As will become apparent from the discussion herein, the disclosed system can be advantageously used in a variety of settings and with a variety of machines. For example, referring now to Figure 1 , powertrain (or drivetrain assembly) 110 may be included in a work vehicle 100, which is shown as an agricultural tractor. However, it should be understood that other configurations are possible, including configurations of the work vehicle 100 as different types of tractors, or as work vehicles used in other aspects of agriculture or for the construction and forestry industries (e.g., harvesters, log skidders, motor graders, etc.). It will also be understood that aspects of the powertrain 110 may also be used in non-work vehicles and non-vehicle applications (e.g., fixed-position installations).

[0041] Briefly, work vehicle 100 has a main frame or chassis 102 supported by ground-engaging wheels 104, at least the front wheels of which are steerable. Chassis 102 supports a power system (or equipment) 110 and an operator compartment 108 in which an operator interface and controls (e.g., various joysticks, switch levers, buttons, touch screens, keyboards, speakers and microphones associated with a voice recognition system) are provided.

[0042] As schematically shown, power system 110 includes engine 120, integrated starter generator device 130, battery 140, and controller 150. Engine 120 may be an internal combustion engine or other suitable power source that is suitably coupled to propel work vehicle 100 autonomously or based on commands from an operator via wheels 104. Battery 140 may represent any one or more suitable energy storage devices that may be used to provide power to various systems of work vehicle 100.

[0043] The starter generator device 130 couples the engine 120 to the battery 140 so that the engine 120 and the battery 140 can selectively interact in at least four modes. In the first (or engine cold start) mode, the starter generator device 130 converts electricity from the battery 140 to mechanical power to drive the engine 120 at a first gear ratio corresponding to a relatively high speed (e.g., during a relatively cold engine start). In the second (or engine hot start) mode, the starter generator device 130 converts electricity from the battery 140 to mechanical power to drive the engine 120 at a second gear ratio corresponding to a relatively low speed (e.g., during a relatively hot engine start). In the third (or boost) mode, the starter generator device 130 converts electricity from the battery 140 to mechanical power to drive the engine 120 at a third gear ratio corresponding to a relatively low speed for engine boost. In the fourth (or power generation) mode, the starter generator device 130 converts mechanical power from the engine 120 to electricity at the fourth (or third) gear ratio to charge the battery 140. Additional details regarding the operation of the starter-generator apparatus 130 during the engine starting mode, the boost mode, and the generator mode are provided below.

[0044] As described above, the controller 150 can be considered as part of the power system 110 to control various aspects of the work vehicle 100, particularly the characteristics of the power system 110. The controller 150 can be a work vehicle electronic control unit (ECU) or a dedicated controller. In some embodiments, the controller 150 can be configured to receive input commands and interact with the operator via a human-machine interface or operator interface (not shown), and receive input commands from various sensors, units and systems onboard or remote from the work vehicle 100 and interact with the operator; and in response, the controller 150 generates one or more types of commands executed by the power system 110 and / or various systems of the work vehicle 100. In one example and as discussed in more detail below, the controller 150 can command current to an electromagnet associated with an actuator assembly to engage a clutch within the starter generator device 130 and / or disengage a clutch within the starter generator device 130. Other mechanisms for controlling such a clutch may also be provided.

[0045] Typically, the controller 150, such as a hydraulic, electrical or electro-hydraulic controller or other, can be configured as a computing device with an associated processor device and memory architecture. In this way, the controller 150 can be configured to perform various computing and control functions with respect to the power system 110 (and other machinery). The controller 150 can communicate electronically, hydraulically or otherwise with various other systems or devices of the work vehicle 100. For example, the controller 150 can communicate electronically or hydraulically with various actuators, sensors and other devices (including various devices associated with the power system 110) inside (or outside) the work vehicle 100. Typically, the controller 150 generates command signals based on operator input, operating conditions, and routines and / or schedules stored in memory. For example, the operator can provide input to the controller 150 via an operator input device, which indicates an appropriate mode, or at least partially defines the operating conditions in the appropriate mode selected by the controller 150. In some examples, the controller 150 can operate autonomously in addition or alternatively without input from a human operator. The controller 150 may communicate with other systems or devices (including other controllers) in various known ways, including via a CAN bus (not shown), via wireless or hydraulic communication means, or other ways.

[0046] Additionally, power system 110 and / or work vehicle 100 may include a hydraulic system 152 having one or more electro-hydraulic control valves (e.g., solenoid valves) that facilitate hydraulic control of various vehicle systems, particularly aspects of starter generator device 130. Hydraulic system 152 may also include various pumps, lines, hoses, conduits, tanks, etc. Hydraulic system 152 may be electrically activated and controlled based on signals from controller 150. Hydraulic system 152 may be omitted.

[0047] In one example, the starter generator device 130 includes a power transmission assembly (or transmission) 132, an electric machine or motor 134, and an inverter / rectifier device 136, each of which can be operated according to a command signal from the controller 150. The power transmission assembly 132 enables the starter generator device 130 to be connected to the engine 120, in particular, to the engine 120 via the crankshaft 122 or other power transmission element (e.g., auxiliary drive shaft) of the engine 120. The power transmission assembly 132 may include one or more gear sets in various configurations to provide suitable power flow and gear reduction, as described below. The power transmission assembly 132 is variably connected to the motor 134 in two different power flow directions, so that the motor 134 operates as a motor during the engine starting mode and the boost mode, and operates as a generator during the power generation mode. In one example, as described below, the power transmission assembly 132 is coupled to the motor 134 via a power transmission belt device. This arrangement, together with the multiple gear ratios provided by the power transmission assembly 132, allows the motor 134 to operate in an optimal speed and torque range in both power flow directions. The inverter / rectifier device 136 enables the starter generator device 130 to be connected to the battery 140, such as via direct hard wiring or a vehicle power bus 142. In one example, the inverter / rectifier device 136 converts DC power from the battery 140 to AC power during the engine starting mode, and rectifies the AC power to DC power in the power generation mode. In some embodiments, the inverter / rectifier device 136 can be a separate component rather than being incorporated into the starter generator device 130. Although not shown, the power system 110 can also include a suitable voltage regulator, which is incorporated into the starter generator device 130 or as a separate component.

[0048] Brief reference Figure 2 , which shows a simplified partial isometric view of an exemplary mounting location of the starter-generator apparatus 130 relative to the engine 120. In this example, the integrated starter-generator apparatus 130 is mounted directly and compactly to the engine 120 so as not to protrude significantly from the engine 120 (and thereby expand the engine compartment space envelope) or interfere with various plumbing lines and access points (e.g., oil lines and filler openings, etc.). It is noteworthy that the starter-generator apparatus 130 can generally be mounted in a suitable location for coupling to an engine power transmission element (e.g., such as Figure 1 The crankshaft 122 is mounted on or near the engine 120 in the position described in the specification.

[0049] Additional references Figure 3 , Figure 31 is a simplified schematic diagram of a power transmission belt arrangement 200 between the power transmission assembly 132 of the starter generator device 130 and the motor 134. It should be noted that Figure 2 and Figure 3 An exemplary physical integration or layout configuration of the starter generator device 130 is shown. Other arrangements may be provided, including those referenced below. Figure 4-19 A more detailed implementation is described.

[0050] exist Figure 3 , a power transmission assembly 132 is mounted to the engine 120 and may be supported by the reaction plate 124. As shown, the power transmission assembly 132 includes a first power transmission element 133 rotatably coupled to a suitable drive element of the engine 120 and a second power transmission element 135 in the form of a shaft extending on a side of the power transmission assembly 132 opposite to the first power transmission element 133. Similarly, the motor 134 is mounted on the engine 120 and includes another power transmission element 137.

[0051] The power transmission belt device 200 includes a first pulley 210 disposed on the second power transmission element 135 of the power transmission assembly 132, a second pulley 220 disposed on the power transmission element 137 of the motor 134, and a belt 230 that rotatably couples the first pulley 210 to the second pulley 220 for common rotation. As described in more detail below, during the engine starting mode, the motor 134 pulls the belt 230 to rotate the pulleys 210, 220 in the first clock direction D1, thereby driving the power transmission assembly 132 (and thus driving the engine 120); during the boost mode, the motor 134 pulls the belt 230 to rotate the pulleys 210, 220 in the second clock direction D2, thereby driving the power transmission assembly 132 (and thus driving the engine 120); during the power generation mode, the power transmission assembly 132 enables the engine 120 to pull the belt 230 and rotate the pulleys 210, 220 in the second clock direction D2 to drive the motor 134.

[0052] Due to the bidirectional configuration, the power transmission belt device 200 can include only a single belt tensioner 240 to apply tension to a single side of the belt 230 in both directions D1, D2. The use of a single belt tensioner 240 to tension the belt 230 is advantageous because it reduces parts and complexity compared to designs that require multiple belt tensioners. As described below, the bidirectional configuration and associated simplified power transmission belt device 200 are achieved by the bidirectional nature of the gear set in the power transmission assembly 132. In addition, the difference in the circumference of the first pulley 210 and the second pulley 220 provides a change in the transmission ratio between the power transmission assembly 132 and the motor 134. In one example, the power transmission belt device 200 can provide a transmission ratio between 3:1 and 5:1, particularly a transmission ratio of 4:1.

[0053] Reference now Figure 4 and Figure 5 , Figure 4 is a more detailed isometric side view of the powertrain assembly 132 of the exemplary starter-generator apparatus, Figure 5 yes Figure 4 132 of the power transmission assembly. In one example, the power transmission assembly 132 includes a gear set 320, a clutch device 350 (in Figure 4 and 5 134) and a cam actuator 390 supported by the main housing 302. As described below, the gear set 320 operates to transfer torque between the engine 120 and the motor 134 at a predetermined gear ratio, which is selected based on the state of the clutch device 350, which is controlled by the cam actuator 390 based on a signal from the controller 150. Each aspect of the exemplary power transmission assembly 132 will be discussed below.

[0054] The main housing 302 of the powertrain assembly 132 includes a fixed housing portion 303 supporting a housing cover 304 and a housing mounting device 305. In one example, the housing mounting device 305 is formed by one or more bracket members 306 extending from the fixed housing portion 303 and used to mount the powertrain assembly 132 to the engine 120 ( Figure 1 ). In general, the stationary housing portion 303 and the housing cover 304 are configured to support, shield and / or protect the other portions of the power transmission assembly 132. As shown, the housing cover 304 includes an aperture 307 that allows the power transmission element 135 in the form of a pulley 210 (e.g., as described above with reference to Figure 3Discussed) can be rotatably coupled to the input shaft 310 of the power transmission assembly 132, which in turn is coupled to the gear set 320 of the power transmission assembly 132. In one example, the pulley 210 can be rotatably coupled to the input shaft 310 through the aperture 307 of the housing cover 304 using a fastener 308.

[0055] At one end of the power transmission assembly 132, a drive plate 309 is provided as a power transmission element (e.g., Figure 3 133) is coupled to the gear set 320. Typically, the drive plate 309 helps to couple the powertrain assembly 132 to the engine 120 ( Figure 3 In one example, the drive plate 309 is coupled to the engine crankshaft. The drive plate 309 may also operate as a torsional damper to reduce the impact of the engine 120 ( Figure 3 )'s crankshaft.

[0056] Reference now Figure 6 and Figure 7 , Figure 6 and Figure 7 1 and 2 respectively include a partial isometric view and an end view of a portion of the power transmission assembly 132 with the main housing 302 removed to more clearly illustrate the solenoid cam actuator 390. Generally, the cam actuator 390 includes a base or reaction member 392 formed as an annular or plate-like structure having a first face 393, a second face 394, an outer periphery 395, and an inner periphery 396. The inner periphery 396 defines an opening 397 to accommodate a connection between the input shaft 310 and the power transmission element 135. The opening 397 in the reaction member 392 also accommodates a connection between the cam actuator 390 and the clutch device 350, as described below.

[0057] The reaction member 392 further supports the clutch device 350 (at Figure 6 and Figure 7The cam actuation device 390 includes a plurality of solenoid devices 410, 430, 450, 470, 490, 510, 530 that interact with each other (obscured in FIG. 1 ). Specifically, the reaction member 392 supports the solenoid devices 410, 430, 450, 470, 490, 510, 530 on the flanges 411, 431, 451, 471, 491, 511, 531. As described in more detail below, the cam actuation device 390 includes one or more first (or low) solenoid devices 410, 430; one or more second (or middle) solenoid devices 450, 470; and one or more third (or high) solenoid devices 490, 510, 530. In the example shown, the cam actuation arrangement 390 includes two low clutch solenoid devices 410 , 430 , two mid clutch solenoid devices 450 , 470 , and three high clutch solenoid devices 490 , 510 , 530 , although other examples may have a different number of solenoid devices.

[0058] Each of the solenoid devices 410, 430, 450, 470, 490, 510, 530 is coupled to the clutch arrangement 350 via a linkage assembly 412, 432, 452, 472, 492, 512, 532, which linkage assembly 412, 432, 452, 472, 492, 512, 532 includes a linkage member 413, 433, 453, 473, 493, 513, 533 and a pivot member 414, 434, 454, 474, 494, 514, 534. Specifically, each connecting rod assembly 412, 432, 452, 472, 492, 512, 532 extends between a corresponding solenoid device 410, 430, 450, 470, 490, 510, 530 and an actuation pin 416, 436, 456, 476, 496, 516, 536. As described below, the actuation pin 416, 436, 456, 476, 496, 516, 536 is axially repositionable within the clutch device 350 to axially move portions of the clutch device 350 between an engaged position and a disengaged position, thereby changing the power transfer characteristics of the gear set 320. The actuation pin 416, 436, 456, 476, 496, 516, 536 may be supported by a fixed spindle or hub 351 surrounding the input shaft 310.

[0059] refer to Figure 8-11 Describing the reaction member 392, the solenoid devices 410, 430, 450, 470, 490, 510, 530 and the clutch device 350 in more detail, Figure 8-11 is an isometric view of these elements removed from the powertrain assembly 132 . Figure 8The view of FIG. 4 shows a complete set of solenoid devices 410, 430, 450, 470, 490, 510, 530 and clutch device 350, while Figure 9-11 A subset of the solenoid devices 410, 430, 450, 470, 490, 510, 530 are shown associated with individual clutches 360, 370, 380 of the clutch arrangement 350. The clutches 360, 370, 380 may be considered "shift" or "dog" clutches that are actively actuated to change the flow of power within the powertrain assembly 132. See also Fig.12 , which is an exploded isometric view of the clutch device 350.

[0060] As an example, Fig. 9 Solenoid devices 410, 430 are shown mounted on reaction member 392 and coupled to actuation pins 416, 436 via linkage assemblies 412, 432 to actuate low clutch 360 of clutch arrangement 350. As described in more detail below, low clutch 360 is repositionable between an engaged position and a disengaged position relative to gear set 320 to vary power transfer through gear set 320. In one example, low clutch 360 is specifically engaged during an engine cold start mode to enable motor 134 to drive engine 120 at a first power ratio.

[0061] In this example, the solenoid devices 410, 430 are mounted to the underside (or motor side) of flanges 411, 431 on the outer periphery 395 of the reaction member 392. The solenoid devices 410, 430 may be secured to the flanges 411, 431 in any suitable manner, such as by screws or other fasteners.

[0062] As described above, the solenoid devices 410, 430 are electromechanical actuators that generate linear motion at the respective armatures 417, 437 by manipulating an induced magnetic field within the solenoid devices 410, 430. When the solenoid devices 410, 430 are activated or engaged, the armatures 417, 437 move out of the solenoid devices 410, 430. The solenoid devices 410, 430 are relatively low profile devices, which enable a smaller overall package. Although two solenoid devices 410, 430 are provided in the illustrated example, other embodiments may have only a single solenoid device or more than two solenoid devices.

[0063] The link members 413, 433 extend between the armatures 417, 437 and the actuation pins 416, 436 and are pivotable about the pivot members 414, 434 on the reaction member 392. As the armatures 417, 437 move out of the solenoid devices 410, 430, the link members 413, 433 pivot to move the low clutch 360 in the opposite axial direction, such as into the gear set 320. The arrangement of the link assemblies 412, 432 enables the solenoid devices 410, 430 to leverage with the reaction member 392 (e.g., by being able to advantageously use a beneficial leverage ratio as a function of travel and force) to facilitate operation in a more compact and efficient manner.

[0064] In addition, if Fig. 9 As shown in FIG. 1 , the solenoid devices 410, 430 include at least one connecting element 418, 438, which allows the controller 150 ( Figure 1 ) and / or other sources of command and / or power. The connection elements 418, 438 can be wired connections or wireless connections. If applicable, positioning the solenoid devices 410, 430 around the outer periphery 395 of the reaction member 392 can facilitate wiring between the controller 150 and the connection elements 418, 438.

[0065] like Fig. 9 and Fig.12 As shown, the low clutch 360 is generally annular and has a first (or motor side) face 361, a second (or engine side) face 362, an inner periphery 363, and an outer periphery 364. The inner periphery 363 can be splined to facilitate mounting of the low clutch 360 (e.g., on the spindle 351 or on another element within or near the gear set 320). A set of tabs 365 are positioned on the inner periphery 363 and define pin mounting holes 366 that receive the actuating pins 416, 436. In particular, the pins 416, 436 are secured to the low clutch 360 at the tabs 365 such that axial movement of the pins 416, 436 by the solenoid devices 410, 430 is used to axially reposition the low clutch 360. As shown in FIG. Fig.12 As shown in part in FIG. 3 and discussed in greater detail below, the low clutch 360 additionally includes one or more teeth 367 extending from the second face 361 to engage elements of the gear set 320 .

[0066] As another example, Fig.10Solenoid devices 450, 470 are shown mounted on reaction member 392 and coupled to actuation pins 456, 476 via linkage assemblies 452, 472 to actuate center clutch 370 of clutch arrangement 350. As described in more detail below, center clutch 370 is repositionable between an engaged position and a disengaged position relative to gear set 320 to vary power transfer through gear set 320. In one example, during an engine hot start mode, center clutch 370 is specifically engaged to enable motor 134 to drive engine 120 at a second power ratio.

[0067] In this example, the solenoid devices 450, 470 are mounted to the underside (or engine side) of flanges 451, 471 on the outer periphery 395 of the reaction member 392. The solenoid devices 450, 470 may be secured to the flanges 451, 471 in any suitable manner, such as by screws or other fasteners.

[0068] As described above, the solenoid devices 450, 470 are electromechanical actuators that generate linear motion at the respective armatures 457, 477 by manipulating an induced magnetic field within the solenoid devices 450, 470. When the solenoid devices 450, 470 are activated or engaged, the armatures 457, 477 move out of the solenoid devices 450, 470. The solenoid devices 450, 470 are relatively low profile devices that enable a smaller overall package. Although two solenoid devices 450, 470 are provided in the example shown, other embodiments may have only a single solenoid device or more than two solenoid devices.

[0069] The link members 453, 473 extend between the armatures 457, 477 and the actuation pins 456, 476 and are pivotable about the pivot members 454, 474 on the reaction member 392. As the armatures 457, 477 move out of the solenoid devices 450, 470, the link members 453, 473 are pivoted to move the center clutch 370 in the opposite axial direction, such as into the gear set 320. The arrangement of the link assemblies 452, 472 enables the solenoid devices 450, 470 to leverage with the reaction member 392 (e.g., by being able to advantageously use a beneficial leverage ratio as a function of travel and force) to facilitate operation in a more compact and efficient manner.

[0070] The solenoid devices 450, 470 may include at least one connecting element 458, 478 that allows the controller 150 ( Figure 1) and / or other sources of command and / or power. The connection elements 458, 478 can be wired or wireless. If applicable, positioning the solenoid devices 450, 470 around the outer periphery 395 of the reaction member 392 can facilitate wiring between the controller 150 and the connection elements 458, 478.

[0071] like Fig.10 and 12 As shown in , the middle clutch 370 is generally annular and has a first (or motor side) face 371, a second (or engine side) face 372, an inner periphery 373, and an outer periphery 374. The outer periphery 374 can be splined to facilitate mounting of the middle clutch 370 (e.g., on the spindle 351 or on another element within or near the gear set 320). A set of tabs 375 are positioned on the outer periphery 374 and define pin mounting holes 376 that receive the actuating pins 436, 456. In particular, the pins 436, 456 are secured to the middle clutch 370 at the tabs 375 so that axial movement of the pins 436, 456 by the solenoid devices 450, 470 is used to axially reposition the middle clutch 370. As shown in Fig.12 As shown in the middle and discussed in more detail below, the middle clutch 370 further includes one or more teeth 377 extending from the first face 371 to engage elements of the gear set 320. Additional details regarding the middle clutch 370, and in particular, additional details regarding the engagement of the middle clutch 370 with the gear set 320, are provided below. Fig.12 As shown in , the low clutch 360 and the middle clutch 370 are sized so that the middle clutch 370 can be concentrically arranged in the low clutch 360. Other configurations may be provided.

[0072] As another example, Fig.11 Solenoid devices 490, 510, 530 are shown mounted on reaction member 392 and coupled to actuation pins 496, 516, 536 via linkage assemblies 492, 512, 532 to actuate high clutch 380 of clutch arrangement 350. As described in more detail below, high clutch 380 is repositionable between an engaged position and a disengaged position relative to gear set 320 to vary power transfer through gear set 320. In one example, high clutch 380 is engaged specifically during boost mode to enable motor 134 to drive engine 120 at a third power ratio, or engaged during generator mode to enable engine 120 to drive motor 134 at a third power ratio.

[0073] In this example, the solenoid devices 490, 510, 530 are mounted to the motor side of the flanges 491, 511, 531 on the outer periphery 395 of the reaction member 392. The solenoid devices 490, 510, 530 may be secured to the flanges 491, 511, 531 in any suitable manner, such as by screws or other fasteners.

[0074] As described above, the solenoid devices 490, 510, 530 are electromechanical actuators that generate linear motion at the corresponding armatures 497, 517, 537 by manipulating the induced magnetic field within the solenoid devices 490, 510, 530. When the solenoid devices 490, 510, 530 are engaged, the armatures 497, 517, 537 move into the solenoid devices 490, 510, 530 to engage the high clutch 380. In one example, although the structure can vary, the solenoid devices 490, 510, 530 can be energized during disengagement and de-energized during engagement. The solenoid devices 490, 510, 530 are relatively low profile devices that enable a smaller overall package. Although three solenoid devices 490 , 510 , 530 are provided in the illustrated example, other embodiments may have only fewer solenoid devices (eg, one or two) or more than three solenoid devices.

[0075] The link member 493, 513, 533 extends between the armature 497, 517, 537 and the actuation pin 496, 516, 536 and is pivotable about the pivot member 494, 514, 534 on the reaction member 392. As the armature 497, 517, 537 moves out of the solenoid device 490, 510, 530, the link member 493, 513, 533 pivots to move the high clutch 380 in the opposite axial direction (e.g., toward the gear set 320). The arrangement of the link assembly 492, 512, 532 enables the solenoid device 490, 510, 530 to utilize leverage with the reaction member 392 (e.g., by being able to advantageously use a beneficial leverage ratio as a function of travel and force) to facilitate operation in a more compact and efficient manner.

[0076] In addition, if Fig.12 As shown in FIG. 1 , the solenoid devices 490, 510, 530 include at least one connecting element 498, 518, 538 that allows the controller 150 ( Figure 1) and / or other sources of command and / or power. The connection elements 498, 518, 538 can be wired connections or wireless connections. If applicable, positioning the solenoid devices 490, 510, 530 around the outer periphery 395 of the reaction member 392 can facilitate wiring between the controller 150 and the connection elements 498, 518, 538.

[0077] like Fig.11 and Fig.12 As shown in , the high clutch 380 is generally annular, having a first (or motor side) face 381, a second (or engine side) face 382, ​​an inner periphery 383, and an outer periphery 384. A set of tabs 385 are positioned on the outer periphery 384 and define pin mounting holes 386 that receive the actuating pins 496, 516, 536. In particular, the pins 496, 516, 536 are secured to the high clutch 380 at the tabs 385 so that axial movement of the pins 496, 516, 536 by the solenoid devices 490, 510, 530 is used to axially reposition the high clutch 380. Although in Fig.11 or Fig.12 Not shown in the figure, but the high clutch 380 can be fixed in place and / or mounted on a sleeve, a support element and / or a sliding hub. About the high clutch 380, especially about the additional details of the engagement of the high clutch 380 with the gear set 320 will be provided below.

[0078] Now refer to Figure 13-19 Describe the operation of gear set 320, clutch device 350 and cam actuation device 390, Figure 13-19 1 is a cross-sectional view of different axial planes-radial planes through the power transmission assembly 132. As discussed in more detail below, Figure 13-15 The view of FIG. 1 shows the clutch device 350 in the disengaged position during the operating mode, while Figure 16-19 The views of FIG. 3 show the clutch device 350 in various engaged positions during the operating mode. Referring first to FIG. Fig.13 , Fig.13 is a powertrain assembly for an exemplary starter generator device 132 through Figure 7 A first cross-sectional view of line 13-13.

[0079] As introduced above, the gear set 320 of the power transmission assembly 132 is configured to transmit power between the pulley 210 and the drive plate 309. The gear set 320 is generally housed within an annular gear case 311, portions of which rotate with aspects of the gear set 320 in this example. Bearings 312 may be provided within the gear case 311 to enable certain elements to rotate relative to a fixed portion.

[0080] exist Fig.13Views (and Figure 14-19 ), a first side of the powertrain assembly 132 is oriented toward the motor 134, and a second side of the powertrain assembly 132 is oriented toward the engine 120. As described above, the input shaft 310 can be directly connected to the power transfer element 135 via fasteners or bolts 308 or other mechanisms; in other examples, the input shaft 310 can be connected via an intermediate component such as a flange or boss. It should be noted that although the shaft 310 is described as an "input" shaft, as described below, the shaft 310 can transfer power into and out of the powertrain assembly 132 depending on the mode. The input shaft 310 generally extends through the powertrain assembly 132 to define a primary rotational axis 300.

[0081] In this example, the gear set 320 of the power transmission assembly 132 is a two-stage planetary gear set that enables the power transmission assembly 132 to be connected to the motor 134 (e.g., via the power transmission belt device 200) and the engine 120 (e.g., via the crankshaft 122 directly coupled to the engine 120). In some embodiments, the input shaft 310 can be considered to be part of the planetary gear set 320. Although one exemplary configuration of the planetary gear set 320 is described below, other embodiments can have different configurations.

[0082] The planetary gear set 320 includes a first stage sun gear 322 mounted for rotation on the input shaft 310. The first stage sun gear 322 includes a plurality of teeth or splines that mesh with a set of first stage planet gears 324 that surround the first stage sun gear 322. In one example, the first stage planet gears 324 include one or more planet gears in a single row in the circumferential direction, but other embodiments may include radially stacked rows with each radially stacked row having an odd number of planet gears in the radial direction.

[0083] The first stage planet gears 324 are supported by a first stage planet gear carrier 326 that surrounds the first stage sun gear 322 and the input shaft 310 and is at least partially formed by a first radially extending, axially facing planet gear carrier plate and a second radially extending, axially facing planet gear carrier plate. The first stage planet gear carrier plate of the first stage planet gear carrier 326 includes a row of mounting locations for receiving axles extending through the first stage planet gears 324 and supporting the first stage planet gears 324 for rotation. Thus, in this arrangement, each of the planet axles forms a separate axis of rotation for each of the first stage planet gears 324, and the first stage planet gear carrier 326 enables a group of first stage planet gears 324 to rotate together around the first stage sun gear 322.

[0084] The gear set 320 also includes a ring gear 332 surrounding the first stage sun gear 322 and the first stage planetary gears 324. The ring gear 332 includes radially inner teeth that engage with the teeth of the first stage planetary gears 324. In this way, the first stage planetary gears 324 extend between the first stage sun gear 322 and the ring gear 332 and engage with the first stage sun gear 322 and the ring gear 332. In some embodiments, a ring gear cover 333 can be installed inside the ring gear 332. The ring gear cover 333 is used to at least partially enclose the gear set 320 in the gear box 311.

[0085] As shown, the ring gear 332 is fixedly disposed inside the rotatable gearbox 311, which is positioned on the bearing 312 as described above to rotate relative to the fixed housing element or spindle 351. The rotatable gearbox 311 and / or the ring gear 332 can be used as a power transmission element 133 relative to the engine 120 relative to the planetary gear set 320. In this example, the rotatable gearbox 311 or the ring gear 332 includes a plurality of castellated portions (not shown) extending axially around the circumference of the axial face facing the engine 120. The castellated portions engage the ring gear 332 and rotatably fix the ring gear 332 to the crankshaft 122 of the engine 120. The ring gear 332 and / or the rotatable gearbox 311 can be considered as an output element and / or an input element of the power transmission assembly 132 to receive a rotational input in both power flow directions.

[0086] The gear set 320 also includes a second stage sun gear 334, which is generally hollow cylindrical, extending between the first end and the second end and surrounding the input shaft 310. The first stage planet gear carrier 326 is splined or otherwise fixed to the second stage sun gear 334 near the second end. In addition, the second stage sun gear 334 may include a series of splines that mesh with a set of second stage planet gears 340. The second stage planet gears 340 are supported by a second stage planet gear carrier 342, which is formed by a first planet gear carrier plate and a second planet gear carrier plate. The second stage planet gears 340 are positioned to additionally engage with the ring gear 332. Each of the second stage planet gears 340 has an axle extending between the two planet gear carrier plates, which enables each planet gear 340 to rotate relative to the planet gear carrier 342 about a corresponding axle. Thus, the second stage planet gears 340 are positioned between the second stage sun gear 334 and the ring gear 332 and engage with each of the second stage sun gear 334 and the ring gear 332. Each second stage planet gear 340 has the same or different number of teeth relative to the corresponding first stage planet gear 324.

[0087] As described above, the clutch device 350 of the power transmission assembly 132 is configured to selectively engage and disengage with various components of the planetary gear set 320 to vary the power flow according to the above-described modes. The cam actuator 390 operates to actuate the clutch device 350. Fig.13 The view of FIG. 3 further shows an axial flange 398 which facilitates mounting of a reaction member 392 of the cam actuating device 390 to enable interaction between the cam actuating device 390 and the clutch device 350 , and thus between the clutch device 350 and the gear set 320 .

[0088] Fig.13 The view of shows in particular the low clutch 360 in the disengaged position, which is configured to be actuated by the solenoid devices 410, 430 through the linkage assemblies 412, 432 and the actuation pins 416, 436. As described above, the low clutch 360 can be mounted on the fixed spindle 351 or the housing element.

[0089] like Fig.13 As shown in the cross-sectional view of FIG. 4 , the solenoid devices 410, 430 are mounted in solenoid housing elements 419, 439, but other arrangements may be provided. When the solenoid devices 410, 430 are engaged, the armatures 417, 437 extend from the devices 410, 430 to pivot the link members 413, 433 about the pivot members 414, 434 on the first face 393 of the reaction member 392 so that the actuation pins 416, 436 reposition the low clutch 360 axially into the gear set 320. In this example, the solenoid devices 410, 430 are energized for engagement.

[0090] The gear set 320 includes at least one engagement element 368 that enables interaction between the gear set 320 and the low clutch 360. Typically, the low clutch engagement element 368 is configured as a slot, lock, slide, sleeve, or pocket that interacts with the low clutch 360. In this example, the first engagement element 368 can be in the form of one or more slots or locks on the second stage planet gear carrier 342. The first engagement element 368 operates to receive a portion of the low clutch 360 to lock the second stage planet gear carrier 342 to the fixed spindle 351 (or other fixed housing element), that is, to fix the second stage planet gear carrier 342 and prevent rotation.

[0091] Further references Fig.161 and 2 to describe the operation of the powertrain assembly 132 in the engine cold start mode. In the engine cold start mode, the solenoid devices 410, 430 are engaged to extend the armatures 417, 437 and pivot the connecting rod assemblies 412, 432, thereby axially displacing the actuating pins 416, 436 and the low clutch 360, so that the low clutch 360 engages the gear set 320 to fix the second stage planetary gear carrier 342. Fig.16 The view of FIG. 4 includes dashed arrows showing the actuation movement of the solenoid device 410 and the actuation pin 416. The middle clutch 370 and the high clutch 380 remain in the disengaged position. With the middle clutch 370 in the disengaged position, the first stage planetary gear carrier 326 is not locked to the fixed spindle 351 (or other fixed housing portion); and with the high clutch 380 in the disengaged position, the input shaft 310 is not locked to the ring gear 332. As will now be described, this configuration enables operation in an engine cold start mode.

[0092] In the engine cold start mode, the engine 120 may initially be inactive, and activation of the ignition by an operator in the cab 108 of the work vehicle 100 energizes the electric machine 134 to operate as a motor. Figure 3 , the motor 134 rotates the pulley 220 in the first clock direction D1, thereby driving the belt 230 and the pulley 210 in the first clock direction D1. The pulley 210 drives the input shaft 310 in the first clock direction D1. Fig.16 The view of FIG. 1 includes solid arrows showing the power flow within the power transmission assembly 132. The rotation of the input shaft 310 drives the rotation of the first-stage sun gear 322, and the rotation of the first-stage sun gear 322 in turn drives the rotation of the first-stage planetary gears 324. The first-stage planetary gears 324 drive the first-stage planetary gear carrier 326, which is splined to the second-stage sun gear 334 as described above. Therefore, the first-stage planetary gear carrier 326 drives the second-stage sun gear 334, and thus drives the second-stage planetary gears 340. As described above, the second-stage planetary gear carrier 342 is fixed by the low clutch 360. In this way, the rotation of the second-stage planetary gears 340 is operated to drive the ring gear 332. Since the number of the second-stage planetary gears 340 in the power flow path is an odd number (e.g., 1), the second-stage planetary gears 340 drive the ring gear 332 in the opposite direction (e.g., the second clock direction D2) relative to the second-stage sun gear 334 rotating in the first clock direction D1. As described above, the ring gear 332 is used as part of the power transmission element 133 to connect with the drive plate 309 mounted to the engine 120 to drive the engine and facilitate engine starting. In fact, during the engine cold start mode, the power transmission assembly 132 operates as a sun gear inside and ring gear outside configuration.

[0093] In one example, the power transmission assembly 132 provides a 15:1 gear ratio in the power flow direction of the engine cold start mode. In other embodiments, other gear ratios (e.g., 10:1-30:1) may be provided. Considering the 4:1 gear ratio from the power transmission belt device 200, during the engine cold start mode, for the starter generator device 130, a final 60:1 gear ratio (e.g., about 40:1 to about 120:1) can be achieved between the motor 134 and the engine 120. Thus, if, for example, the motor 134 rotates at 10,000 RPM, the drive plate 309 mounted to the engine 120 rotates at about 100-150 RPM. In one example, the power transmission assembly 132 can transmit a torque of about 3000 Nm to the engine 120. Therefore, the motor 134 can therefore have a normal operating speed and have a relatively low speed and high torque output for the engine cold start.

[0094] To switch to another mode, the solenoid devices 410, 430 are disengaged (e.g., in this example, de-energized), and the low clutch 360 can be moved back to the disengaged position. This can be achieved in a variety of ways. In one example, a spring (not shown) can be disposed on the second side 362 of the low clutch 360 so that when the force is removed from the solenoid devices 410, 430, the spring biases the low clutch 360 back to the disengaged position. In another example, a spring (not shown) can be disposed within the solenoid devices 410, 430 so that when the solenoid devices 410, 430 are deactivated, the spring pulls the armature 417, 437, and thus pulls the linkage assembly 412, 432, the actuating pin 416, 436 and the low clutch 360 back to the disengaged position. In another example, the solenoid devices 410, 430 can be provided with a pull command (e.g., provided with a current opposite to the engagement command) that is used to pull the armature 417, 437, the linkage assembly 412, 432, the actuation pin 416, 436, and the low clutch 360 back to the disengaged position.

[0095] Reference now Fig.14 , Fig.14 is used for the exemplary starter generator device 132 by Figure 7 A first cross-sectional view of the powertrain assembly along line 14 - 14 is provided to illustrate operation in an engine hot start mode. Fig.14 The view of in particular shows the middle clutch 370 in the disengaged position and configured to be actuated by the solenoid devices 450, 470 via the linkage assemblies 452, 472 and the actuation pins 456, 476. As described above, the middle clutch 370 can be mounted on the fixed spindle 351 or the housing element. Further reference is made to Fig.17 1 to describe the operation of the powertrain assembly 132 in the engine hot start mode.

[0096] As above, the solenoid devices 450, 470 are mounted within the solenoid housing elements 459, 479, but other arrangements may be provided. When the solenoid devices 450, 470 are engaged, the armatures 457, 477 extend from the devices 450, 470 to cause the link members 453, 473 to pivot about the pivot members 454, 474 on the first face 393 of the reaction member 392, causing the actuating pins 456, 476 to axially reposition the center clutch 370 into the gear set 320, as shown. Fig.17 In this example, the solenoid devices 450, 470 are energized for engagement.

[0097] The gear set 320 includes at least one engagement element 378 that enables interaction between the gear set 320 and the center clutch 370. Typically, the center clutch engagement element 378 is configured as a slot, lock, or pocket that interacts with the center clutch 370. In this example, the center clutch engagement element 378 may be in the form of one or more slides or locks that move axially to engage the first stage planet gear carrier 326 so as to lock the first stage planet gear carrier 326 to the stationary spindle 351 (or other stationary housing element), i.e., to fix the first stage planet gear carrier 326 and prevent rotation.

[0098] The powertrain assembly 132 is configured to operate in an engine hot start mode when the middle clutch 370 is engaged. In the engine hot start mode, the solenoid devices 450, 470 are engaged to extend the armatures 457, 477 to pivot the connecting rod assemblies 452, 472, thereby axially displacing the actuating pins 456, 476 and the middle clutch 370 so that the middle clutch 370 engages the gear set 320 to fix the first stage planetary gear carrier 326. The low clutch 360 and the high clutch 380 are maintained in the disengaged position. With the low clutch 360 in the disengaged position, the second stage planetary gear carrier 342 is not locked to the fixed spindle 351 (or other fixed housing part); and with the high clutch 380 in the disengaged position, the input shaft 310 is not locked to the ring gear 332. As will now be described, this configuration enables operation in the engine hot start mode.

[0099] In the engine hot start mode, the engine 120 may be initially inactive or active. In either case, the controller 150 powers the motor 134 to operate as a motor. Figure 3 , the motor 134 rotates the pulley 220 in the first clock direction D1, thereby driving the belt 230 and the pulley 210 in the first clock direction D1. The pulley 210 drives the input shaft 310 in the first clock direction D1. Fig.17The view of includes solid arrows, which shows the power flow within the power transmission assembly 132 during the engine hot start mode. Since the first-stage sun gear 322 is mounted on the input shaft 310, the rotation of the input shaft 310 also rotates the first-stage sun gear 322. In turn, the rotation of the first-stage sun gear 322 drives the rotation of the first-stage planetary gears 324. Since the first-stage planetary gear carrier 326 and the second-stage sun gear 334 are fixed, the rotation of the first-stage planetary gears 324 drives the rotation of the ring gear 332. Since the number of the first-stage planetary gears 324 in the power flow path is an odd number (e.g., 1), the first-stage planetary gears 324 drive the ring gear 332 in the opposite direction (e.g., the second clock direction D2) relative to the input shaft 310 and the first-stage sun gear 322 rotating in the first clock direction D1. As described above, the ring gear 332 is used as a power transmission element 133 to connect with the drive plate 309 mounted to the engine 120 to drive the engine and facilitate engine starting. In effect, during the engine hot start mode, the powertrain assembly 132 operates as a sun gear inside, ring gear outside configuration, albeit at a lower gear ratio than during the engine cold start mode.

[0100] In one example, the power transmission assembly 132 provides a 4:1 gear ratio in the direction of power flow in the engine hot start mode. In other embodiments, other gear ratios (e.g., 3:1-7:1) may be provided. Considering the 4:1 gear ratio from the power transmission belt device 200, a final 16:1 gear ratio (e.g., about 12:1 to about 28:1) can be achieved between the motor 134 and the engine 120 for the starter generator device 130 during the engine hot start mode. Thus, if, for example, the motor 134 rotates at 10,000 RPM, the drive plate 309 mounted to the engine 120 rotates at about 600-700 RPM. In one example, the torque output of the power transmission assembly 132 for the engine 120 is about 400-600 Nm. Therefore, the motor 134 can therefore have a normal operating speed and have a relatively low speed and high torque output for engine starting.

[0101] To switch to another mode, the solenoid devices 450, 470 are disengaged (in this example, de-energized), and the middle clutch 370 can be moved back to the disengaged position. This can be achieved in a variety of ways. In one example, a spring (not shown) can be disposed on the second side of the middle clutch 370 so that when the force is removed from the solenoid devices 450, 470, the spring biases the middle clutch 370 back to the disengaged position. In another example, a spring (not shown) can be disposed in the solenoid devices 450, 470 so that when the solenoid devices 450, 470 are deactivated, the spring pulls the armature 457, 477, and thus pulls the linkage assembly 452, 472, the actuating pin 456, 476 and the middle clutch 370 back to the disengaged position. In another example, the solenoid devices 450, 470 can be provided with a pull command (e.g., provided with a current opposite to the engagement command) that is used to pull the armature 457, 477, the linkage assembly 452, 472, the actuation pin 456, 476 and the intermediate clutch 370 back to the disengaged position.

[0102] Reference now Fig.15 , Fig.15 is used for the exemplary starter generator device 132 by Figure 7 Another cross-sectional view of the powertrain assembly along line 15-15 is used to describe operation in enhancement mode and generation mode. Fig.15 The view of FIG. 3 particularly shows the high clutch 380 in the disengaged position. Fig.11 The high clutch 380 is configured to be actuated by the solenoid device 490, 510, 530 through the linkage assembly 492, 512, 532 and the actuation pin 496, 516, 536. As described above, the high clutch 380 can be installed so that the high clutch 380 surrounds the sliding hub 388.

[0103] As described above, the solenoid devices 490, 510, 530 are mounted within or on the solenoid support element (or housing) 499, 539, but other arrangements may be provided. When the solenoid devices 490, 510, 530 are provided with an engagement command, the armature 497, 517, 537 extends from the device 490, 510, 530 to pivot the link member 493, 513, 533 about the pivot member 494, 514, 534 on the first face 393 of the reaction member 392 so that the actuating pin 496, 516, 536 repositions the high clutch 380 axially into the gear set 320. In this example, the solenoid devices 490, 510, 530 are energized to disengage and de-energized to engage. Thus, Fig.15The view of FIG. 4 shows the energized actuation of the solenoid devices 490, 510, 530 (as reflected by the dashed arrows) to hold or position the high clutch 380 in the disengaged position. Subsequently, to transition to the disengaged position, the current to the solenoid devices 490, 510, 530 can be interrupted, and the spring within the solenoid devices 490, 510, 530 on the high clutch 380 or near the sliding hub 388 can urge the high clutch 380 to the engaged position, as shown. Fig.18 and Fig.19 As reflected in.

[0104] exist Fig.15 , Fig.18 and Fig.19 In the embodiment shown in FIG. 1 , the sliding hub 388 enables interaction between the gear set 320 and the high clutch 380. Generally, repositioning the sliding hub 388 selectively locks the input shaft 310 to the ring gear cover 333, thereby locking the input shaft 310 to the ring gear 332. In particular, the first stage sun gear 322 is splined to the sliding hub 388. When the high clutch 380 is engaged, the spring pushes the sliding hub 388, and thus pushes the first stage sun gear 322, so that the first stage sun gear 322 engages one or more engagement elements 387 on the ring gear cover 333, thereby causing a rotational connection between the input shaft 310 and the ring gear cover 333, and thus causing a rotational connection between the input shaft 310 and the ring gear 332. Generally, the high clutch engagement element 387 can have any suitable configuration, including a slot, a lock, or a recess that receives the first stage sun gear 322 based on the position of the sliding hub 388 and the high clutch 380 in this example.

[0105] With the low clutch 360 in the disengaged position, the second stage planetary gear carrier 342 is not locked to the fixed spindle 351 (or other fixed housing portion); and with the middle clutch 370 in the disengaged position, the first stage planetary gear carrier 326 is not locked to the fixed spindle 351 (or other fixed housing portion). In this arrangement, the power transfer assembly 132 is configured to operate in either the boost mode or the generator mode. To switch to the other mode, the solenoid devices 490, 510, 530 are disengaged (e.g., energized in this example), and the high clutch 380 can be moved back to the disengaged position.

[0106] Fig.18 The diagram of includes solid arrows that illustrate the power flow within the powertrain assembly 132 during the boost mode. In the boost mode, the engine 120 is active and the electric machine 134 operates as a motor. In particular and with additional reference to Figure 3, the motor 134 rotates the pulley 220 in the first clock direction D1, thereby driving the belt 230 and the pulley 210 in the first clock direction D1. The pulley 210 drives the element 135 in the first clock direction D1, and thus drives the input shaft 310. The rotation of the input shaft 310 drives the rotation of the first-stage sun gear 322, and the rotation of the first-stage sun gear 322 in turn drives the rotation of the first-stage planetary gears 324.

[0107] As described above, the input shaft 310 is locked to the ring gear 332 by the high clutch 380 (cooperating with the ring gear cover 333, the sliding hub 388 and the first-stage sun gear 322). As a result, the rotation of the input shaft 310 drives the ring gear 332 and the first-stage sun gear 322, the first-stage planetary gears 324, the first-stage planetary gear carrier 326, the second-stage sun gear 334 and the second-stage planetary gears 340 to rotate around the main rotation axis 300. In effect, the gear set 320 rotates around the main rotation axis 300 as a unit. Since the other components of the planetary gear set 320 rotate with the input shaft 310, the ring gear 332 is driven in the same second clock direction D2. As described above, the ring gear 332 serves as a part of the power transmission element 133 to connect with the drive plate 309 mounted to the engine 120, thereby driving the engine 120. In effect, during the boost mode, the power transmission assembly 132 operates as a sun gear inside and ring gear outside configuration.

[0108] In one example, the power transmission assembly 132 provides a 1:1 gear ratio in the direction of power flow in the enhanced mode. In other embodiments, other gear ratios may be provided. Considering a 4:1 gear ratio from the power transmission belt device 200, during the enhanced mode, a final 4:1 gear ratio may be achieved between the motor 134 and the engine 120 for the starter generator device 130. Thus, if, for example, the motor 134 rotates at 10,000 RPM, the drive plate 309 mounted to the engine 120 rotates at approximately 2500 RPM. Therefore, the motor 134 can therefore have a normal operating speed while providing an appropriate enhanced speed to the engine 120.

[0109] Fig.19 The view of includes solid arrows, which shows the power flow within the power transmission assembly 132 during the power generation mode. The power transmission assembly 132 has the same configuration as in the enhancement mode to provide the power generation mode. However, in the power generation mode, the engine 120 drives the power transmission assembly 132, and thus drives the motor 134.

[0110] For the generator mode (and after the engine start mode and / or boost mode), the engine 120 begins to accelerate above the rotational speed provided by the drivetrain assembly 132, and the electric machine 134 is commanded to decelerate and stop providing torque to the drivetrain assembly 132. After the engine 120 has stabilized to a sufficient speed and the electric machine 134 has sufficiently decelerated or stopped, the high clutch 380 is engaged as described above to operate the drivetrain assembly 132 in the generator mode.

[0111] In the power generation mode, the engine 120 rotates the drive plate 309 engaged with the ring gear 332, thereby driving the ring gear 332 in the second clock direction D2. The ring gear 332 drives the first-stage planetary gears 324 and the second-stage planetary gears 340, which drive the first-stage sun gear 322 and the second-stage sun gear 334, respectively, and further drive the input shaft 310. Therefore, when the ring gear 332 rotates in the second clock direction D2, the input shaft 310 is driven and similarly rotates in the second clock direction D2 at the same speed. As described above, the input shaft 310 is connected to the motor 134 in the second clock direction D2 via the power transmission belt device 200 and provides output power to the motor 134. In fact, during the power generation mode, the power transmission assembly 132 operates as a configuration with the ring gear inside and the sun gear outside.

[0112] In one example, the power transmission assembly 132 provides a 1:1 gear ratio in the power flow direction of the generating mode. In other embodiments, other gear ratios may be provided. Considering a 4:1 gear ratio from the power transmission belt arrangement 200, a final 4:1 gear ratio may be achieved between the motor 134 and the engine 120 for the starter generator device 130 during the generating mode. As a result, the motor 134 may therefore have a normal operating speed in both power flow directions and have a relatively low torque output during generating.

[0113] Thus, various embodiments of a vehicle electrical system including an integrated starter-generator device have been described. Various transmission assemblies may be included in the device, thereby reducing the space occupied by the system. The transmission assembly may provide multiple speeds or gear ratios and transitions between speeds / gear ratios. One or more clutch devices may be used to selectively apply torque to a gear set of the transmission assembly in two power flow directions. Direct mechanical engagement with the engine shaft reduces complexity and improves system reliability. The use of a planetary gear set in the transmission assembly provides a high gear reduction and torque capacity with reduced backlash in a compact space envelope. Due to the bidirectional nature of the power transmission assembly, a power transmission belt device may be implemented with only a single belt tensioner, thereby providing a relatively compact and simple assembly. In addition, by using a power transmission belt device having a belt and a pulley to couple the motor and the power transmission assembly together and transmit power between the motor and the power transmission assembly, rather than directly connecting and coupling the motor to the power transmission assembly, the motor may be mounted separately from the transmission assembly to better fit the engine in the vehicle engine compartment. In addition, by coupling the motor to the power transmission assembly using a belt and a pulley, additional gear ratios (e.g., a 4:1 gear ratio) may be achieved. The above embodiments include a dual planetary gear set that provides an engine hot start mode and an engine cold start mode, i.e., a sun gear inside, ring gear outside configuration, and a ring gear inside, sun gear outside configuration that provides a generator mode. In this way, a four-mode assembly can be provided.

[0114] Thus, the combined starter generator may also include a clutch arrangement having a first clutch, a second clutch, and a third clutch, the first clutch, the second clutch, and the third clutch being actuated using an electromechanical solenoid device mounted on a cam actuation assembly. In this manner, the clutch is axially repositioned relative to the gear set to axially shift between an engaged position and a disengaged position, thereby changing the power flow within the power transmission assembly. The use of an electromechanical solenoid device to reposition the locked dog clutch provides a compact transmission and starter generator assembly that may not require a high voltage electrohydraulic solenoid while achieving improved packaging, wiring, and package size.

[0115] Additionally, the following examples are provided, which are numbered for ease of reference.

[0116] 1. A combined starter-generator device for a work vehicle having an engine, the starter-generator device comprising: a motor; a gear set, the gear set being configured to receive rotational input from the motor and the engine and to couple the motor and the engine in a first power flow direction and a second power flow direction, the gear set being configured to operate in at least one of a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction and to operate in at least a fourth gear ratio in the second power flow direction; at least one clutch, the at least one clutch selectively coupled to the gear set to achieve the first gear ratio, the second gear ratio, and the third gear ratio in the first power flow direction and to achieve the fourth gear ratio in the second power flow direction; and an actuation assembly, the actuation assembly comprising at least one electromechanical solenoid device, the at least one electromechanical solenoid device being configured to selectively shift the at least one clutch from a disengaged position to an engaged position, in which the at least one clutch is disengaged from the gear set and in which the at least one clutch is coupled to the gear set.

[0117] 2. The combined starter-generator device of example 1, wherein the actuation assembly includes a reaction member that is generally disc-shaped, and the at least one electromechanical solenoid device is mounted on the reaction member.

[0118] 3. A combined starter generator device according to Example 2, wherein the reaction member includes a first reaction member face and a second reaction member face, the second reaction member face being opposite to the first reaction member face and oriented toward the at least one clutch, wherein the at least one electromechanical solenoid device includes a first electromechanical solenoid device having a first armature, wherein the actuating assembly further includes a first connecting rod assembly having a first actuating pin connected to the at least one clutch, a first connecting rod member extending between the first armature and the first actuating pin, and a first pivot element, the first pivot element being mounted to the first reaction member face and connected to the first connecting rod member so that the first connecting rod member can pivot about the first pivot element.

[0119] 4. A combined starter-generator device according to Example 3, wherein the first electromechanical solenoid device is mounted on the periphery of the reaction member so that actuation of the first armature causes the first connecting rod member to pivot and causes the first actuating pin and the at least one clutch to axially shift between the disengaged position and the engaged position.

[0120] 5. A combined starter-generator device according to Example 4, wherein the at least one clutch includes a first clutch and a second clutch, each clutch being capable of being selectively positioned between the engaged position and the disengaged position, and wherein the first electromechanical solenoid device is configured to reposition the first clutch, and wherein the at least one electromechanical solenoid device also includes a second electromechanical solenoid device configured to reposition the second clutch.

[0121] 6. A combined starter generator device according to Example 5, wherein the second electromechanical solenoid device includes a second armature, wherein the actuating assembly also includes a second connecting rod assembly, the second connecting rod assembly having a second actuating pin connected to the second clutch, a second connecting rod member extending between the second armature and the second actuating pin, and a second pivot element, the second pivot element being mounted to the first reaction member surface and connected to the second connecting rod member so that the second connecting rod member can pivot around the second pivot element, and wherein the second electromechanical solenoid device is mounted on the periphery of the reaction member so that actuation of the second armature causes the second connecting rod member to pivot and causes the second actuating pin and the second clutch to axially shift between the disengaged position and the engaged position.

[0122] 7. The combined starter-generator device of Example 6, wherein the actuation assembly comprises at least one pair of the first electromechanical solenoid devices and at least one pair of the second electromechanical solenoid devices.

[0123] 8. A combined starter-generator device according to Example 6, wherein each of the first electromechanical solenoid device and the second electromechanical solenoid device includes a connecting element, and the connecting element is configured to receive current to energize the first electromechanical solenoid device and the second electromechanical solenoid device, respectively.

[0124] 9. A combined starter-generator apparatus according to Example 6, wherein the first clutch and the second clutch are dog clutches, and the second clutch is concentrically arranged within the first clutch when the first clutch and the second clutch are in the disengaged position.

[0125] 10. A combined starter generator according to Example 6, wherein the at least one clutch also includes a third clutch capable of being selectively positioned between the engaged position and the disengaged position, wherein the at least one electromechanical solenoid device also includes a third electromechanical solenoid device configured to reposition the third clutch, the third electromechanical solenoid device including a third armature, wherein the actuating assembly also includes a third connecting rod assembly having a third actuating pin connected to the third clutch, a third connecting rod member extending between the third armature and the third actuating pin, and a third pivot element, the third pivot element being mounted to the first reaction member surface and connected to the third connecting rod member so that the third connecting rod member can pivot around the third pivot element, and wherein the third electromechanical solenoid device is mounted on the periphery of the reaction member so that actuation of the third armature causes the third connecting rod member to pivot and causes the third actuating pin and the third clutch to axially shift between the disengaged position and the engaged position.

[0126] 11. A combined starter-generator device according to Example 10, wherein the gear set includes a compound planetary gear train, the compound planetary gear train includes an input shaft, a first-stage sun gear and a second-stage sun gear, a first-stage planetary gear and a second-stage planetary gear, a first-stage planetary gear carrier and a second-stage planetary gear carrier, and a ring gear, and the first-stage planetary gear carrier is splined to the second-stage sun gear; wherein, in an engine cold start mode, the first clutch is in an engaged position to fix the second-stage planetary gear carrier, and the second clutch and the third clutch are in a disengaged position, and further, the rotational power from the motor is transmitted in the first power flow direction at the first gear ratio. Moves from the input shaft to the first-stage sun gear, to the first-stage planetary gear, to the first-stage planetary gear carrier, to the second-stage sun gear, to the second-stage planetary gear, and to the ring gear, and is output to the engine; and wherein, in the engine hot start mode, the second clutch is in the engaged position to fix the first-stage planetary gear carrier, and the first clutch and the third clutch are in the disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear, to the first-stage planetary gear, and to the ring gear in the first power flow direction at the second gear ratio, and is output to the engine.

[0127] 12. A combined starter-generator device according to Example 11, wherein, in the enhanced mode, the third clutch is in the engaged position to connect the input shaft to the ring gear, and the first clutch and the second clutch are in the disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear and the second-stage sun gear, to the first-stage planetary gears and the second-stage planetary gears, and to the ring gear in the first power flow direction at the third gear ratio, and is output to the engine; and wherein, in the power generation mode, the third clutch is in the engaged position to connect the input shaft to the ring gear, and the first clutch and the second clutch are in the disengaged position, and further, the rotational power from the engine moves from the ring gear to the first-stage planetary gears and the second-stage planetary gears, to the first-stage sun gear and the second-stage sun gear, and to the input shaft in the second power flow direction at the fourth gear ratio, and is output to the motor.

[0128] 13. A combined starter-generator apparatus according to Example 12, wherein each of the third gear ratio and the fourth gear ratio is a 1:1 ratio through the gear set, and wherein the first gear ratio is greater than the second gear ratio, and the second gear ratio is greater than the third gear ratio.

[0129] 14. A powertrain assembly for a work vehicle, comprising: an engine; an electric motor; a gear set, the gear set being configured to receive rotational input from the electric motor and the engine and to couple the electric motor and the engine in a first power flow direction and a second power flow direction, the gear set being configured to operate in at least one of a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction and to operate in at least the third gear ratio in the second power flow direction; at least one clutch, the at least one clutch being selectively coupled to the gear set to achieve the first gear ratio, the second gear ratio, and the third gear ratio in the first power flow direction. the second gear ratio and the third gear ratio, and achieving the fourth gear ratio in the second power flow direction; an actuation assembly, the actuation assembly including at least one electromechanical solenoid device, the at least one electromechanical solenoid device being configured to selectively shift the at least one clutch from a disengaged position to an engaged position, wherein the at least one clutch is disengaged from the gear set and the at least one clutch is coupled to the gear set in the engaged position; and a controller coupled to the at least one electromechanical solenoid device to selectively energize and shift the electromechanical solenoid device.

[0130] 15. A drive train assembly according to Example 14, wherein the actuation assembly includes a reaction member that is generally disc-shaped, and the at least one electromechanical solenoid device is mounted on the reaction member, wherein the reaction member includes a first reaction member face and a second reaction member face, the second reaction member face being opposite to the first reaction member face and oriented toward the at least one clutch, wherein the at least one electromechanical solenoid device includes a first electromechanical solenoid device having a first armature, the first electromechanical solenoid device being mounted on the periphery of the reaction member, and wherein the actuation assembly also includes a first link assembly, the first link assembly having a first actuating pin connected to the at least one clutch, a first link member extending between the first armature and the first actuating pin, and a first pivot element, the first pivot element being mounted to the first reaction member face and connected to the first link member, so that actuation of the first armature causes the first link member to pivot about the pivot element and causes the first actuating pin and the at least one clutch to axially shift between the disengaged position and the engaged position.

[0131] As will be appreciated by those skilled in the art, certain aspects of the disclosed subject matter may be embodied as a method, system (e.g., a work vehicle control system included in a work vehicle), or computer program product. Thus, certain embodiments may be implemented entirely as hardware, entirely as software (including firmware, resident software, microcode, etc.), or as a combination of software and hardware (and other) aspects. Furthermore, certain embodiments may take the form of a computer program product on a computer-usable storage medium having computer-usable program code embodied in the medium.

[0132] Any suitable computer-usable or computer-readable medium may be utilized. The computer-usable medium may be a computer-readable signal medium or a computer-readable storage medium. The computer-usable or computer-readable storage medium (including storage devices associated with a computing device or a client electronic device) may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared or semiconductor system, device or apparatus, or any suitable combination of the foregoing. More specific examples (non-exhaustive list) of computer-readable media would include the following: an electrical connection with one or more conductors, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device. In the context of this article, a computer-usable or computer-readable storage medium may be any tangible medium that may contain or store a program used by or in conjunction with an instruction execution system, device or device.

[0133] A computer readable signal medium may include, for example, a data signal propagated in baseband or as part of a carrier wave, the propagated data signal having computer readable program code embodied therein. Such propagated signals may take any of a variety of forms, including but not limited to electromagnetic, optical, or any suitable combination thereof. A computer readable signal medium may be non-transitory and may be any computer readable medium that is not a computer readable storage medium and may convey, propagate, or transmit a program used by or in conjunction with an instruction execution system, apparatus, or device.

[0134] Aspects of certain embodiments described herein may be described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present disclosure. It will be understood that each box of any such flowchart illustration and / or block diagram and the combination of boxes in such flowchart illustration and / or block diagram may be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device to produce a machine, so that instructions executed by the processor of the computer or other programmable data processing device create instructions for implementing the flowchart and / or box diagram. Figure 1 means for performing the functions / actions specified in one or more blocks.

[0135] These computer program instructions may also be stored in a computer-readable memory, which may direct a computer or other programmable data processing device to function in a specific manner, so that the instructions stored in the computer-readable memory generate instructions including executing the flowchart and / or block diagram. Figure 1 A product of instructions that specifies the functions / actions in one or more boxes.

[0136] The computer program instructions may also be loaded onto a computer or other programmable data processing device so that a series of operation steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide for implementing the flowchart and / or block diagram. Figure 1 The steps of the functions / actions specified in one or more boxes.

[0137] Any flow chart and block diagram in the accompanying drawings, or similar discussion above, can illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present disclosure. In this regard, each box in the flow chart or block diagram can represent a module, section or part of a code, and the code includes one or more executable instructions for implementing a specified logical function (one or more). It should also be noted that in some alternative embodiments, the function indicated in the box (or the function described in addition herein) may not occur in the order indicated in the figure. For example, based on the functions involved, two boxes shown in succession (or two operations described in succession) can actually be executed substantially simultaneously, or sometimes these boxes (or operations) can be executed in reverse order. It should also be noted that each box illustrated in any block diagram and / or flow chart and the combination of boxes in any block diagram and / or flow chart can be implemented by a system based on special-purpose hardware that performs a specified function or action, or a combination of special-purpose hardware and computer instructions.

[0138] The terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present disclosure. As used herein, the singular forms of "a", "an", and "the or described" are also intended to include plural forms unless the context clearly indicates otherwise. It will also be understood that the terms "comprise" and / or "include" when used in this specification specify the presence of the features, wholes, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, parts and / or combinations thereof.

[0139] The description of the present disclosure has been given for the purpose of illustration and description, but it is not intended to be exhaustive or to limit the present disclosure to the disclosed form. Without departing from the scope and spirit of the present disclosure, many modifications and changes will be apparent to those of ordinary skill in the art. The embodiments explicitly cited herein are selected and described to best illustrate the principles of the present disclosure and its practical application, and to enable other persons of ordinary skill in the art to understand the present disclosure and recognize many substitutions, modifications and variations of the described examples (one or more). Therefore, various embodiments and implementations other than those explicitly described are within the scope of the appended claims.

Claims

1. A combined starter-generator device for a working vehicle having an engine, the starter-generator device comprising: Motor; a gear set configured to receive rotational input from the electric machine and the engine and to couple the electric machine and the engine in a first power flow direction and a second power flow direction, the gear set configured to operate in at least one of a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction and in at least a fourth gear ratio in the second power flow direction; at least one clutch selectively coupled to the gear set to achieve one of the first, second, and third gear ratios in the first power flow direction and to achieve the fourth gear ratio in the second power flow direction; and an actuation assembly including at least one electromechanical solenoid device mounted on a reaction member and configured to selectively shift the at least one clutch from a disengaged position in which the at least one clutch is disengaged from the gear set to an engaged position in which the at least one clutch is coupled to the gear set.

2. The combined starter-generator device according to claim 1, wherein: The reaction member is generally disc-shaped.

3. The combined starter-generator device according to claim 1, in, the reaction member including a first reaction member face and a second reaction member face, the second reaction member face being opposite the first reaction member face and oriented toward the at least one clutch, wherein the at least one electromechanical solenoid device comprises a first electromechanical solenoid device having a first armature, Wherein, the actuation assembly further comprises a first linkage assembly having a first actuation pin coupled to the at least one clutch, a first linkage member extending between the first armature and the first actuation pin, and a first pivot element mounted to the first reaction member surface and coupled to the first linkage member so that the first linkage member can pivot about the first pivot element.

4. The combined starter-generator device according to claim 3, wherein: The first electromechanical solenoid device is mounted on a periphery of the reaction member such that actuation of the first armature pivots the first link member and axially displaces the first actuation pin and the at least one clutch between the disengaged position and the engaged position.

5. The combined starter-generator device according to claim 4, in, The at least one clutch includes a first clutch and a second clutch, each clutch being selectively positionable between the engaged position and the disengaged position, and Wherein the first electromechanical solenoid device is configured to reposition the first clutch, and wherein the at least one electromechanical solenoid device further comprises a second electromechanical solenoid device configured to reposition the second clutch.

6. The combined starter-generator device according to claim 5, in, The second electromechanical solenoid device comprises a second armature, wherein the actuation assembly further comprises a second linkage assembly having a second actuation pin coupled to the second clutch, a second linkage member extending between the second armature and the second actuation pin, and a second pivot element mounted to the first reaction member surface and coupled to the second linkage member such that the second linkage member can pivot about the second pivot element, and wherein the second electromechanical solenoid device is mounted on a periphery of the reaction member such that actuation of the second armature pivots the second link member and axially displaces the second actuation pin and the second clutch between the disengaged position and the engaged position.

7. The combined starter-generator device according to claim 6, wherein: The actuation assembly includes at least one pair of the first electromechanical solenoid devices and at least one pair of the second electromechanical solenoid devices.

8. The combined starter-generator device according to claim 6, wherein: Each of the first electromechanical solenoid device and the second electromechanical solenoid device includes a connection element configured to receive an electric current to energize the first electromechanical solenoid device and the second electromechanical solenoid device, respectively.

9. The combined starter-generator device of claim 6, wherein: The first clutch and the second clutch are dog clutches, and the second clutch is concentrically disposed within the first clutch when the first clutch and the second clutch are in the disengaged position.

10. The combined starter-generator device according to claim 6, in, The at least one clutch further includes a third clutch selectively positionable between the engaged position and the disengaged position, wherein the at least one electromechanical solenoid device further comprises a third electromechanical solenoid device configured to reposition the third clutch, the third electromechanical solenoid device comprising a third armature, wherein the actuation assembly further comprises a third linkage assembly having a third actuation pin coupled to the third clutch, a third linkage member extending between the third armature and the third actuation pin, and a third pivot element mounted to the first reaction member surface and coupled to the third linkage member so that the third linkage member can pivot about the third pivot element, and wherein the third electromechanical solenoid device is mounted on a periphery of the reaction member such that actuation of the third armature pivots the third link member and axially displaces the third actuation pin and the third clutch between the disengaged position and the engaged position.

11. The combined starter-generator device according to claim 10, in, The gear set includes a compound planetary gear train including an input shaft, a first-stage sun gear and a second-stage sun gear, a first-stage planet gear and a second-stage planet gear, a first-stage planet gear carrier and a second-stage planet gear carrier, and a ring gear, and the first-stage planet gear carrier is splined to the second-stage sun gear; wherein, in an engine cold start mode, the first clutch is in an engaged position to fix the second-stage planetary gear carrier, and the second clutch and the third clutch are in a disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear, to the first-stage planetary gear, to the first-stage planetary gear carrier, to the second-stage sun gear, to the second-stage planetary gear, and to the ring gear at the first transmission ratio in the first power flow direction, and is output to the engine; and Wherein, in the engine hot start mode, the second clutch is in the engaged position to fix the first-stage planetary gear carrier, and the first clutch and the third clutch are in the disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear in the first power flow direction at the second gear ratio, reaches the first-stage planetary gear, and reaches the ring gear, and is output to the engine.

12. The combined starter-generator device according to claim 11, in, In the enhanced mode, the third clutch is in the engaged position to couple the input shaft to the ring gear, and the first clutch and the second clutch are in the disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear and the second-stage sun gear, to the first-stage planetary gears and the second-stage planetary gears, and to the ring gear in the first power flow direction at the third gear ratio, and is output to the engine; as well as Wherein, in the power generation mode, the third clutch is in the engaged position to connect the input shaft to the ring gear, and the first clutch and the second clutch are in the disengaged position, and further, the rotational power from the engine moves from the ring gear to the first-stage planetary gear and the second-stage planetary gear in the second power flow direction at the fourth gear ratio, reaches the first-stage sun gear and the second-stage sun gear, and reaches the input shaft, and is output to the motor.

13. The combined starter-generator device of claim 12, wherein: Each of the third gear ratio and the fourth gear ratio is a 1:1 ratio through the gear set, and wherein the first gear ratio is greater than the second gear ratio, and the second gear ratio is greater than the third gear ratio.

14. A drive train assembly for a work vehicle, comprising: engine; Motor; a gear set configured to receive rotational input from the electric machine and the engine and to couple the electric machine and the engine in a first power flow direction and a second power flow direction, the gear set configured to operate in at least one of a first gear ratio, a second gear ratio, and a third gear ratio in the first power flow direction and in at least a fourth gear ratio in the second power flow direction; at least one clutch selectively coupled to the gear set to achieve one of the first, second, and third gear ratios in the first power flow direction and to achieve the fourth gear ratio in the second power flow direction; an actuation assembly including at least one electromechanical solenoid device mounted on a reaction member and configured to selectively shift the at least one clutch from a disengaged position, in which the at least one clutch is disengaged from the gear set, to an engaged position, in which the at least one clutch is coupled to the gear set; as well as A controller is coupled to the at least one electromechanical solenoid device to selectively energize and displace the electromechanical solenoid device.

15. The drive train assembly of claim 14, wherein: The reaction member is generally disc-shaped.

16. The drive train assembly of claim 14, in, the reaction member comprising a first reaction member face and a second reaction member face, the second reaction member face being opposite the first reaction member face and oriented toward the at least one clutch, wherein the at least one electromechanical solenoid device comprises a first electromechanical solenoid device having a first armature, the first electromechanical solenoid device being mounted on a periphery of the reaction member, and wherein the actuation assembly further comprises a first linkage assembly having a first actuation pin coupled to the at least one clutch, a first linkage member extending between the first armature and the first actuation pin, and a first pivot element mounted to the first reaction member surface and coupled to the first linkage member such that actuation of the first armature causes the first linkage member to pivot about the pivot element and axially displace the first actuation pin and the at least one clutch between the disengaged position and the engaged position.

17. The drive train assembly of claim 16, in, The at least one clutch includes a first clutch and a second clutch, each clutch being selectively positionable between the engaged position and the disengaged position, and wherein the first electromechanical solenoid device is configured to reposition the first clutch, and wherein the at least one electromechanical solenoid device further comprises a second electromechanical solenoid device configured to reposition the second clutch, the second electromechanical solenoid device comprising a second armature, wherein the actuation assembly further comprises a second linkage assembly having a second actuation pin coupled to the second clutch, a second linkage member extending between the second armature and the second actuation pin, and a second pivot element mounted to the first reaction member surface and coupled to the second linkage member such that the second linkage member can pivot about the second pivot element, and wherein the second electromechanical solenoid device is mounted on a periphery of the reaction member such that actuation of the second armature pivots the second link member and axially displaces the second actuation pin and the second clutch between the disengaged position and the engaged position.

18. The drive train assembly of claim 17, in, The at least one clutch further includes a third clutch selectively positionable between the engaged position and the disengaged position, wherein the at least one electromechanical solenoid device further comprises a third electromechanical solenoid device, the third electromechanical solenoid device being configured to reposition the third clutch, the third electromechanical solenoid device comprising a third armature, wherein the actuation assembly further comprises a third link assembly having a third actuation pin coupled to the third clutch, a third link member extending between the third armature and the third actuation pin, and a third pivot element mounted to the first reaction member surface and coupled to the third link member so that the third link member can pivot about the third pivot element, and wherein the third electromechanical solenoid device is mounted on a periphery of the reaction member such that actuation of the third armature pivots the third link member and axially displaces the third actuation pin and the third clutch between a disengaged position and an engaged position.

19. The drive train assembly of claim 18, wherein: The actuation assembly includes at least one pair of first electromechanical solenoid devices, at least one pair of second electromechanical solenoid devices, and at least one pair of third electromechanical solenoid devices.

20. The drive train assembly of claim 19, in, The gear set includes a compound planetary gear train, the compound planetary gear train including an input shaft, a first-stage sun gear and a second-stage sun gear, a first-stage planet gear and a second-stage planet gear, a first-stage planet gear carrier and a second-stage planet gear carrier, and a ring gear, and the first-stage planet gear carrier is splined to the second-stage sun gear, wherein, in the engine cold start mode, the first clutch is in an engaged position to fix the second-stage planetary gear carrier, the second clutch and the third clutch are in a disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear, to the first-stage planetary gear, to the first-stage planetary gear carrier, to the second-stage sun gear, to the second-stage planetary gear, and to the ring gear at the first transmission ratio in the first power flow direction, and is output to the engine, wherein, in the engine hot start mode, the second clutch is in the engaged position to fix the first-stage planetary gear carrier, and the first clutch and the third clutch are in the disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear, to the first-stage planetary gear, and to the ring gear in the first power flow direction at the second transmission ratio, and is output to the engine, wherein, in the enhanced mode, the third clutch is in the engaged position to couple the input shaft to the ring gear, and the first clutch and the second clutch are in the disengaged position, and further, the rotational power from the motor moves from the input shaft to the first-stage sun gear and the second-stage sun gear, to the first-stage planetary gears and the second-stage planetary gears, and to the ring gear in the first power flow direction at the third gear ratio, and is output to the engine, and Wherein, in the power generation mode, the third clutch is in the engaged position to connect the input shaft to the ring gear, and the first clutch and the second clutch are in the disengaged position, and further, the rotational power from the engine moves from the ring gear to the first-stage planetary gear and the second-stage planetary gear in the second power flow direction at the fourth gear ratio, reaches the first-stage sun gear and the second-stage sun gear, and reaches the input shaft, and is output to the motor.

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