Power control system with instantaneous power boost function for a transmission

Abstract

A control system includes a transmission having a direction clutch and a control component clutch, the direction clutch and the control component clutch being coupled together and configured to selectively engage to transmit power. A controller is configured to selectively actuate the direction clutch and the control component clutch via clutch commands to implement a first split mode, a first direct drive mode, and a first series mode. In the first split mode, combined power is transmitted to drive an output shaft. In the first direct drive mode, only power from the engine is used to drive the output shaft. In the first series mode, power mainly from at least one motor is transmitted to drive the output shaft. The controller is further configured to implement an instantaneous power boost function within at least a portion of the first series mode, in which at least one direction clutch is partially engaged to supplement power from at least one motor with power from the engine, thereby driving the output shaft.

Description

Technical Field

[0001] The present disclosure generally relates to a control system for a work vehicle, and more particularly to a power control system for a transmission of a work vehicle. Background Art

[0002] In a common operating mode known as shuttle shifting, the direction of movement of a work vehicle is typically changed under load. A common example is a tractor loader that moves in one direction to pick up or scoop a load, then raises the load and reverses direction (usually involving a turning movement), and unloads the load. Then this sequence is reversed and often repeated many times. When the transmission slows down to implement shuttle shifting, the transmission implements a series mode in which power is primarily generated by a motor rather than an engine. Summary of the Invention

[0003] The present disclosure provides a power control system for a transmission of a work vehicle.

[0004] In one aspect, the present disclosure provides a control system for operating a power train of a work vehicle having an engine and at least one motor configured to generate power for an output shaft. The control system includes a transmission operatively positioned between the engine, the at least one motor, and the output shaft. The transmission includes at least one direction clutch and a plurality of control component clutches that are coupled together and configured to selectively engage according to a plurality of modes to transfer power from the engine and the at least one motor to drive the output shaft. The control system includes a controller having a processor and a memory architecture, the controller being configured to selectively actuate the at least one direction clutch and the plurality of control component clutches by clutch commands to implement a plurality of modes, the plurality of modes including a first split mode, a first direct drive mode, and a first series mode. In the first split mode, the at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transfer combined power from the engine and the at least one motor to drive the output shaft. In the first direct drive mode, the at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transfer only power from the engine to drive the output shaft. In the first series mode, at least one of the plurality of control component clutches is fully engaged to transfer power primarily from the at least one motor to drive the output shaft. The controller is further configured to implement an instantaneous power boost function within at least a portion of the first series mode, in which the at least one direction clutch is partially engaged to supplement power from the at least one motor with power from the engine to drive the output shaft.

[0005] In another aspect, there is provided a work vehicle including: an engine; at least one continuously variable power source (CVP); an output shaft; and a transmission operatively positioned between the engine, at least one motor, and the output shaft. The transmission includes at least one direction clutch and a plurality of control component clutches, the at least one direction clutch and the plurality of control component clutches being coupled together and configured to selectively engage according to a plurality of modes to transmit power from the engine and at least one motor to drive the output shaft. The work vehicle further includes a controller having a processor and a memory architecture, the controller being configured to selectively actuate the at least one direction clutch and the plurality of control component clutches via clutch commands to implement a plurality of modes, the plurality of modes including a first split mode, a first direct drive mode, and a first series mode. In the first split mode, the at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit combined power from the engine and at least one motor to drive the output shaft. In the first direct drive mode, the at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit only power from the engine to drive the output shaft. In the first series mode, at least one of the plurality of control component clutches is fully engaged to transmit power mainly from at least one motor to drive the output shaft. The controller is further configured to implement an instantaneous power boost function within at least a portion of the first series mode, in which the at least one direction clutch is partially engaged to supplement power from at least one motor with power from the engine to drive the output shaft.

[0006] 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 specification, drawings, and claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 is a side view of an exemplary work vehicle using a power control system according to an exemplary embodiment of the present disclosure;

[0008] Figure 2 is for implementing according to an exemplary embodiment Figure 1 of the power transmission system of the power control system of an exemplary work vehicle;

[0009] Figure 3 is a data flow diagram of a controller of a power control system according to an exemplary embodiment; and

[0010] Figures 4 - 6 is a data representation of various parameters during operation of a transmission instantaneous power boost function according to an exemplary embodiment.

[0011] Like reference numerals designate like elements throughout the various figures. DETAILED DESCRIPTION

[0012] As shown in the figures briefly described above, one or more exemplary embodiments of the disclosed powertrain (or vehicle) are described below. Various modifications to the exemplary embodiments may be contemplated by those skilled in the art.

[0013] For ease of identification, the term "member" may be used herein, particularly in the context of a planetary gear set, to denote an element for transferring power, such as a sun gear, a ring gear, or a carrier. Further, in various embodiments, references to a "continuously variable transmission", a powertrain, or a power source will be understood to also encompass configurations including a "stepless" variable transmission, a powertrain, or a power source.

[0014] In the following discussion, various exemplary configurations of shafts, gears, and other power transfer elements are described. It should be understood that within the spirit of the present disclosure, various alternative configurations may be possible. For example, various configurations may utilize multiple shafts instead of a single shaft (or a single shaft instead of multiple shafts), one or more idler gears may be inserted between various shafts or gears for transferring rotational power, and so on.

[0015] As used herein, "direct" or "directly" may be used to indicate that power transfer between two system elements does not convert the power into another form therebetween. For example, if power is transferred via multiple shafts, clutches, and gears (e.g., various spur gears, helical gears, summing gears, or other gears) without being converted into a different form by a CVP (e.g., without being converted into electrical power or hydraulic power by a generator or a hydraulic pump), the power may be considered to be transferred "directly" from the engine to the output member. In certain configurations, fluid transfer of rotational power through a torque converter may also be considered "direct".

[0016] Conversely, if a portion of the power is converted into another form during transfer, the power may not be considered to be transferred "directly" between two system elements. For example, if a portion of the engine power is converted into a different form by a CVP, even if that portion is later reconverted into rotational power (e.g., by another CVP) and then recombined with the unconverted engine power (e.g., by a summing planetary gear or other summing component), the power may not be considered to be transferred "directly" between the engine and the output member.

[0017] In addition, as used herein, "between" can be used with reference to a particular sequence or order of power transmission elements, rather than with respect to the physical orientation or arrangement of the elements. For example, if power is directed to an output member via a clutch device, the clutch device can be considered to be "between" the engine and the output member, regardless of whether the engine and the output member are on physically opposite sides of the clutch device.

[0018] Implementing a power control system on a vehicle having a powertrain that includes an engine and one or more additional power sources (e.g., one or more motors), the one or more additional power sources providing power, either individually or jointly, to drive the vehicle and perform work functions. For example, the power control system can implement one or more split modes, one or more direct drive modes, and one or more series modes, where in the split mode, power from the engine and the motor is combined in a transmission to provide output torque, in the direct drive mode, only power from the engine provides output torque, and in the series mode, power primarily from the motor provides output torque.

[0019] The power control system includes a transmission having a plurality of clutches to implement the various modes. Typically, the clutches are fully engaged when actuated to implement the modes. However, as described herein, the power control system can implement an instantaneous power boost function during the series mode, in which one or more clutches are partially engaged such that power from the engine can be used to supplement power from the motor. By using the power control system of the present disclosure, the instantaneous power boost function provides more consistent power and generally does not require a larger motor to otherwise provide the commanded power, thereby improving packaging and cost.

[0020] As used herein, the term "instantaneous" power boost function refers to the temporary or instantaneous application of engine torque via the transmission during the series mode, in which power is generated only by the motor or other continuous power source. Despite the instantaneous power boost function, since the application of engine torque is only temporary and the vast majority of the torque during the series mode (e.g., more than 50% of the mode time) is solely the result of motor torque, the series mode is still considered a series mode. Moreover, compared to the split mode in which the corresponding clutches are fully engaged, the supplementary torque generated by the instantaneous power boost function is solely the result of partial engagement of the appropriate clutches. Additional details will be provided below.

[0021] Refer to Figure 1, the work vehicle 100 includes a power control system 102 that utilizes a controller 104 to implement control of components of the vehicle 100's power train 106. Generally, the power train 106 includes one or more engines, motors, batteries, and power transmission elements to drive the vehicle 100 in forward and reverse directions, as well as to provide mechanical or electrical power to various additional systems of the vehicle 100. As described in more detail below, the power control system 102 is used to implement an instantaneous power boost function to provide, for example, a smoother power transition to the series mode and a smoother power transition from the series mode during shuttle shifting.

[0022] In Figure 1 , the vehicle 100 is depicted as a tractor. However, it should be understood that other configurations are also possible, including configurations having the vehicle 10 as one of different types of tractors, harvesters, log skidders, graders, or various other work vehicle types. It will also be understood that the disclosed power train 106 can also be used in non-work vehicles and non-vehicle applications (e.g., stationary power facilities).

[0023] Generally, the controller 104 implements the operation of the power control system 102, the power train 106, and other aspects of the vehicle 100, including any functions described herein. The controller 104 can be configured as a computing device having an associated processor device and memory architecture, such as a hydraulic controller, an electric controller, or an electro-hydraulic controller or other device. As such, the controller 104 can be configured to perform various computing and control functions regarding the vehicle 100. The controller 104 can communicate electronically, hydraulically, or otherwise with various other systems or devices of the vehicle 100, including via a CAN bus (not shown). For example, the controller 104 can communicate electronically or hydraulically with various actuators, sensors, and other devices within (or outside) the vehicle 100, some of which will be discussed in more detail below.

[0024] In some embodiments, the controller 104 can be configured to receive input commands and interact with an operator via a human-machine interface or operator interface, typically including a steering control, an acceleration control, a speed control, and a wheel brake control, as well as other suitable controls. In one embodiment, such an operator interface can include a joystick or other transmission selection device 108 that prompts the operator to interact with the power transmission elements of the power train 106, particularly those that initiate, for example, a shuttle shift that transitions between forward and reverse travel directions and / or the instantaneous power boost function described below.

[0025] As described above, vehicle 100 may include one or more sensors that communicate with controller 104 to provide various types of feedback and data for implementing the functions described herein, such as shift mode and / or transient power boost functions. Such sensors may include: a vehicle speed sensor 110 that collects information associated with the speed of vehicle 100; one or more direction clutch sensors 112, 113 that collect information associated with the position of one or more transmission clutch elements; a CVP sensor 114 that collects torque and / or speed information associated with the variable power source described below; and / or an output torque sensor 116 that collects information associated with the output of the transmission of power control system 102. One or more of sensors 110, 112, 113, 114, 116 may be omitted.

[0026] Now referring Figure 2 , an exemplary powertrain 106 is depicted as implementing various aspects of power control system 102. As shown and discussed in more detail below, power control system 102 may be considered to include powertrain 106 and controller 104, the controller communicating with the components of powertrain 106 and additionally receiving information from transmission selector 108 and sensors 110, 112, 113, 114, 116 ( Figure 1 ). The features of powertrain 106, including the features of exemplary alternatives to the shown powertrain 106, may be disclosed in U.S. Publication No. US 2018 / 0043764, which is jointly owned by the assignee of the present application and incorporated herein by reference.

[0027] Powertrain 106 may include an engine 118, which may be an internal combustion engine having various known configurations. Powertrain 106 may also include a first continuously variable power source (CVP) 120 (e.g., an electric motor or a hydraulic motor) and a second CVP 122 (e.g., an electric motor or a hydraulic motor), the first CVP 120 and the second CVP 122 being connectable together by a conduit 124 (e.g., an electric or hydraulic conduit). Powertrain 106 includes a transmission 126 that transfers power from engine 118, the first CVP 120, and / or the second CVP 122 to output shaft 128. As described below, transmission 126 includes a plurality of gears, clutches, and control components to appropriately drive output shaft 128 at different speeds in multiple directions. Generally, in one example, transmission 126 of powertrain 106 for implementing power control system 102 may be any type of continuously variable transmission device. As described above, a CVP sensor 114 may be provided ( Figure 1) to collect speed and / or torque information associated with the second CVP 122 and may provide an output torque sensor 116( Figure 1 ) to collect torque information associated with the output shaft 128 of the transmission 126.

[0028] The engine 118 may provide rotational power to the engine shaft 130 via an engine output element (e.g., a flywheel) based on a desired operation in response to a command from the controller 104. The engine shaft 130 may be configured to provide rotational power to the gear 132. The gear 132 may mesh with a gear 134, and the gear 134 may be supported (e.g., fixed to) on a shaft 136. The shaft 136 may be substantially parallel to and spaced apart from the engine shaft 130. The shaft 136 may support various components of the power transmission system 106, as will be discussed in detail.

[0029] The gear 132 may also mesh with a gear 138 supported (e.g., fixed to) on a shaft 140. The shaft 140 may be substantially parallel to and spaced apart from the engine shaft 130, and the shaft 140 may be connected to the first CVP 120. Thus, mechanical power from the engine (i.e., engine power) may be transmitted via the engine shaft 130 to the meshing gears 132, 138, to the shaft 140, and to the first CVP 120. The first CVP 120 may convert this power into an alternative form (e.g., electrical power or hydraulic power) for transmission via the conduit 124 to the second CVP 122. Then, the converted and transmitted power may be reconverted by the second CVP 122 for mechanical output along the shaft 142. Various known control devices (not shown) may be provided to regulate such conversion, transmission, reconversion, etc. Additionally, in some embodiments, the shaft 142 may support a gear 144 (or other similar component). The gear 144 may mesh with a gear 146 and may transmit power to the gear 146. The gear 144 may also mesh with a gear 148 and may transmit power to the gear 148. Thus, power from the second CVP 122 (i.e., CVP power) may be distributed between the gears 146 and 148 for transmission to other components, as will be discussed in more detail below.

[0030] The power transmission system 106 may further include a variator 150, which represents an example of an arrangement capable of achieving continuously variable power transmission between the engine 118 and the CVPs 120, 122 and the output shaft 128. As discussed below, such an arrangement also implements a power control system 102 in which mechanical energy from the engine 118 in series mode may be used to boost CVP power. Other arrangements of the variator 150, the engine 118, and the CVPs 120, 122 may be provided.

[0031] In some embodiments, the transmission mechanism 150 may include at least two planetary gear sets. In some embodiments, the planetary gear sets may be interconnected and supported on a common shaft, such as shaft 136, and the planetary gear sets 152, 160 may be substantially concentric. In other embodiments, the different planetary gear sets 152, 160 may be supported on separate respective shafts that are non-concentric. The arrangement of the planetary gear sets may be configured according to the available space within the vehicle 100 for encapsulating the powertrain 106.

[0032] As Figure 2 shown in the embodiment of, the transmission mechanism 150 may include a first planetary gear set (i.e., the "low" planetary gear set) 152 having a first sun gear 154, first planetary gears and an associated planet carrier 156, and a first ring gear 158. Additionally, the transmission mechanism 150 may include a second planetary gear set (i.e., the "high" planetary gear set) 160 having a second sun gear 162, second planetary gears and an associated planet carrier 164, and a second ring gear 166. The second planetary gears and planet carrier 164 may be directly attached to the first ring gear 158. Moreover, the second planetary gears and planet carrier 164 may be directly attached to the shaft 168 on which the gear 170 is fixed. Additionally, the second ring gear 166 may be directly attached to the gear 172. As shown, the shaft 168, gear 170, and gear 172 may respectively receive the shaft 136 and may be substantially concentric with the shaft 136. Although not specifically shown, it should be understood that the powertrain 106 may include various bearings for concentrically supporting these components. Specifically, the shaft 168 may be rotatably attached to the shaft 136 via a bearing, and the gear 172 may be rotatably attached to the shaft 168 via another bearing.

[0033] On the opposite side of the transmission mechanism 150 ( Figure 2 from left to right as shown), the gear 148 may be mounted (e.g., fixed) on the shaft 174, which also supports the first sun gear 154 and the second sun gear 162. In some embodiments, the shaft 174 may be hollow and may receive the shaft 136. Bearings (not shown) may rotatably support the shaft 174 substantially concentrically on the shaft 136.

[0034] Furthermore, the first planetary gears and the associated planet carrier 156 may be attached to the gear 176. The gear 176 may mesh with the gear 178 fixed to the shaft 180. The shaft 180 may be substantially parallel to the shaft 136 and spaced apart from the shaft 136.

[0035] As described above, the powertrain 106 can be configured to transfer power (from the engine 118, the first CVP 120, and / or the second CVP 122) to the output shaft 128 or other output components via the transmission 126. The output shaft 128 can be configured to transfer the received power to the wheels of the vehicle 100, a power take-off (PTO) shaft, a range box, implements, or other components of the vehicle 100.

[0036] The powertrain 106 can have multiple selectable modes, such as a direct drive mode, a split path mode, and a series mode. In the direct drive mode, power from the engine 118 can be transferred to the output shaft 128, and power from the second CVP 122 can be prevented from being transferred to the output shaft 128. In the split path mode, power from the engine 118 and the second CVP 122 can be added together by the speed change mechanism 150, and the added or combined power can be transferred to the output shaft 128. Additionally, in the series mode, power from the second CVP 122 can be transferred to the output shaft 128, and power from the engine 118 can be substantially prevented from being transferred to the output shaft 128. The powertrain 106 can also have different speed modes in one or more of the direct drive, split path, and series modes, and these different speed modes can provide different angular velocity ranges for the output shaft 128. The powertrain 106 can switch between multiple modes to maintain appropriate operating efficiency. Additionally, the powertrain 106 can have one or more forward modes for moving the vehicle 100 in the forward direction and one or more reverse modes for moving the vehicle 100 in the reverse direction.

[0037] The powertrain 106 can implement an instantaneous power boost function and different modes and speeds, for example, using the control assembly 182. The control assembly 182 can include one or more selectable transfer components. The selectable transfer component can have a first position or state (engaged position or state), in which the corresponding device effectively transfers all power from the input component to the output component. The selectable transfer component can also have a second position or state (disengaged position or state), in which the device prevents power from being transferred from the input component to the output component. The selectable transfer component can have a third position or state (partially engaged position or state), in which the corresponding device transfers only a part of the power from the input component to the output component. Unless otherwise specified, the term "engaged" refers to the first position or state that effectively transfers all power, while "partially engaged" specifically refers to transferring only part of the power. The selectable transfer components of the control assembly 182 can include one or more wet clutches, dry clutches, dog collar clutches, brakes, synchronizers, or other similar devices. The control assembly 182 can also include an actuator for actuating the selectable transfer components between the first, second, and third positions.

[0038] As Figure 2 shown, the control assembly 182 can include a first clutch 184, a second clutch 186, a third clutch 188, a fourth clutch 190, and a fifth clutch 192. Moreover, the control assembly 182 can include a forward direction clutch 194 and a reverse direction clutch 196. As described above, one or more direction clutch sensors 112, 113 ( Figure 1 ) can be associated with the direction clutches 194, 196 to provide feedback and / or status information to the controller 104 to implement the instantaneous power boost function, as discussed in more detail below. In some examples, the sensors 112, 113 can be omitted.

[0039] In one example, the first clutch 184 may be mounted and supported on the shaft 198. Moreover, the first clutch 184 in the engaged position may engage the gear 146 with the shaft 198 to rotate as a unit. The first clutch 184 in the disengaged position may allow the gear 146 to rotate relative to the shaft 198. In addition, the gear 200 may be fixed to the shaft 198, and the gear 200 may mesh with the gear 170 fixed to the shaft 168. The reverse direction clutch 196 may be supported on the shaft 198 (i.e., co-supported on the shaft 198 with the first clutch 184). The reverse direction clutch 196 may engage the gear 200 and the gear 202, and alternatively may disengage the gear 200 and the gear 202. The gear 202 may mesh with the idler gear 204, and the idler gear 204 may mesh with the gear 206. The forward direction clutch 194 may be supported on the gear 206, which in turn is supported on the shaft 136, to selectively engage the shaft 168. Thus, the forward direction clutch 194 may be concentric with both the shaft 168 and the shaft 136. The second clutch 186 may be supported on the shaft 180. The second clutch 186 may engage the shaft 180 and the gear 208, and alternatively may disengage the shaft 180 and the gear 208. The gear 208 may mesh with the gear 210. The gear 210 may be fixed and mounted to the countershaft 212. The countershaft 212 may also support the gear 214. The gear 214 may mesh with the gear 216 fixed to the output shaft 128.

[0040] The third clutch 188 may be supported on the shaft 218. The shaft 218 may be substantially parallel to and spaced from the shaft 180. Moreover, the gear 220 may be fixed to and supported by the shaft 218. As shown, the gear 220 may mesh with the gear 172. The third clutch 188 may engage the gear 220 and the gear 222, and alternatively may disengage the gear 220 and the gear 222. The gear 222 may mesh with the gear 210. The fourth clutch 190 may be (co-)supported on the shaft 180 (with the second clutch 186). The fourth clutch 190 may engage the shaft 180 and the gear 224, and alternatively may disengage the shaft 180 and the gear 224. The gear 224 may mesh with the gear 226, which is mounted and fixed to the countershaft 212. Additionally, the fifth clutch 192 may be (co- and concentrically) supported on the shaft 218 (with the third clutch 188). The fifth clutch 192 may engage the shaft 218 and the gear 228, and alternatively may disengage the shaft 218 and the gear 228. The gear 228 may mesh with the gear 226.

[0041] Now, different transfer modes of the powertrain 106 will be discussed. Similar to the above-described embodiments, the powertrain 106 can have at least one split-path mode in which power from the engine 118 and power from one or more CVPs 120, 122 are combined. Additionally, in some embodiments, the powertrain 106 can alternatively have a direct drive mode and / or at least one substantially only CVP mode (i.e., a series mode).

[0042] In some embodiments, engaging the first clutch 184 and the second clutch 186 can place the powertrain 106 in a first forward mode. Generally, this mode can be a pure CVP mode (i.e., a series mode) that experiences the transient power boost function discussed below. In this mode, mechanical power from the engine 118 can flow via the shaft 130, the gear 132, the gear 138, and the shaft 140 to the first CVP 120. The first CVP 120 can convert this input mechanical power into electrical or hydraulic power and supply the converted power to the second CVP 122. Moreover, power input from the engine 118 flowing via the shaft 130, the gear 132, and the gear 134 to the shaft 136 is nominally prevented from entering the transmission mechanism 150. Additionally, the mechanical power from the second CVP 122 can cause the shaft 142 and the attached gear 144 to rotate. This CVP power can cause the gear 148 to rotate, causing the first sun gear 154 to rotate. The CVP power can also cause the gear 146 to rotate, which can be transmitted via the first clutch 184 to the shaft 198, the gear 200, the gear 170, the shaft 168, the second planetary gear, and the associated planet carrier 164, the first ring gear 158. In other words, in this mode, the power from the second CVP 122 can drivably rotate two components (the first sun gear 154 and the first ring gear 158) of the transmission mechanism 150, and the power can be added and recombined at the first planetary gear and the associated planet carrier 156. The recombined power can be transmitted via the gears 176 and 178 to the shaft 180. The power at the shaft 180 can be transmitted via the second clutch 186 to the gears 208, 210, along the countershaft 212, and transmitted to the gears 214, 216, and ultimately to the output shaft 128. In some embodiments, the series mode can provide relatively high torque at the output shaft 128 at low angular velocity outputs. Thus, in some embodiments, this mode can be referred to as a creep mode. Additionally, as will become apparent, the first clutch 184 can be used only in this mode; thus, the first clutch 184 can be referred to as the "creep clutch". In other words, the second CVP 122 causes the first sun gear 154 and the first ring gear 158 to rotate, and thus, the CVP power is recombined at the first planetary gear and the planet carrier 156. As described below, the transient power boost function can be selectively implemented in this mode to boost power in certain situations, and the operation without the transient power boost function is referred to as nominal operation or nominal function.

[0043] In some embodiments, engaging forward clutch 194 and second clutch 186 places drivetrain 106 in a first forward mode. This mode may be a split-path mode, in which variator 150 combines power from second CVP 122 and engine 118 and outputs the combined power to output shaft 128. Specifically, power from second CVP 122 is transferred from shaft 142 to gear 144, gear 148, and shaft 174 to drive first sun gear 154. Furthermore, power from engine 118 is transferred to shaft 130, gear 132, gear 134, shaft 136, gear 206, through forward clutch 194, and to shaft 168, the second planetary gears and associated planet carrier 164, and the first ring gear 158. The combined power from second CVP 122 and engine 118 is combined at the first planetary gears and associated planet carrier 156 and transferred to shaft 180 via gears 176 and 178. Power at shaft 180 may be transferred through second clutch 186 to gear 208 , gear 210 , along layshaft 212 and to gear 214 , gear 216 , and ultimately to output shaft 128 .

[0044] Additionally, in some embodiments, engaging forward clutch 194 and third clutch 188 can place drivetrain 106 in a second forward mode, which is another split-path mode. Specifically, power from second CVP 122 can be transferred from shaft 142 to gear 144, gear 148, shaft 174, to drive second sun gear 162. Furthermore, power from engine 118 is transferred to shaft 130, gear 132, gear 134, shaft 136, gear 206, through forward clutch 194, and to shaft 168, the second planetary gears, and the associated planet carrier 164. The combined power from second CVP 122 and engine 118 can be summed at second ring gear 166 and transferred to gear 172, gear 220, through third clutch 188, and to gear 222, gear 210, countershaft 212, gear 214, gear 216, and ultimately to output shaft 128.

[0045] Additionally, in some embodiments, engaging the forward clutch 194 and the fourth clutch 190 can place the powertrain 106 in a third forward mode as another split-path mode. Specifically, power from the second CVP 122 is transmitted from the shaft 142 to the gear 144, the gear 148, and the shaft 174 to drive the first sun gear 154. Moreover, power from the engine 118 is transmitted to the shaft 130, the gear 132, the gear 134, the shaft 136, the gear 206, through the forward clutch 194 and to the shaft 168, the second planetary gear, and the associated planetary carrier 164, and the first ring gear 158. The combined power from the second CVP 122 and the engine 118 is added at the first planetary gear and the associated planetary carrier 156 and is transmitted via the gear 176 and the gear 178 to the shaft 180. The power at the shaft 180 can be transmitted through the fourth clutch 190 to the gear 210, the gear 226, along the countershaft 212 and to the gear 214, the gear 216, and ultimately to the output shaft 128.

[0046] Furthermore, in some embodiments, engaging the forward clutch 194 and the fifth clutch 192 can place the powertrain 106 in a fourth forward mode as another split-path mode. Specifically, power from the second CVP 122 can be transmitted from the shaft 142 to the gear 144, the gear 148, and the shaft 174 to drive the second sun gear 162. Moreover, power from the engine 118 is transmitted to the shaft 130, the gear 132, the gear 134, the shaft 136, the gear 206, through the forward clutch 194 and to the shaft 168, the second planetary gear, and the associated planetary carrier 164. The combined power from the second CVP 122 and the engine 118 can be added at the second ring gear 166 and can be transmitted to the gear 172, the gear 220, through the fifth clutch 192 and to the gear 228, the gear 226, the countershaft 212, the gear 214, the gear 216, and ultimately to the output shaft 128.

[0047] The powertrain 106 can also have one or more reverse modes for driving the vehicle 100 in a direction opposite to those discussed above (in reverse). In some embodiments, the powertrain 106 can provide a reverse series mode corresponding to the forward series mode discussed above, in which the first clutch 184 and the second clutch 186 can be engaged so that the second CVP 122 drives the shaft 142 and other downstream components in a direction opposite to the direction described above to move the vehicle 100 in reverse. The instantaneous power boost function can also be implemented in the reverse series mode.

[0048] In addition, the powertrain 106 may have multiple reverse direction modes of the split path. In some embodiments, the powertrain 106 may provide a reverse direction mode corresponding to the forward direction mode described above; however, the reverse direction clutch 196 may be engaged instead of the forward direction clutch 194 to implement the reverse mode.

[0049] Accordingly, the powertrain 106 can provide a first reverse direction mode by engaging the reverse direction clutch 196 and the second clutch 186. In this way, the power from the second CVP 122 can be transmitted from the shaft 142 to the gear 144, the gear 148, and the shaft 174 to drive the first sun gear 154. Moreover, the power from the engine 118 can be transmitted to the shaft 130, the gear 132, the gear 134, the shaft 136, the gear 206, the idler gear 204, the gear 202, through the reverse direction clutch 196 and transmitted to the gear 200, the gear 170, the shaft 168, the second planetary gear and the associated planetary carrier 164, and the first ring gear 158. The combined power from the second CVP 122 and the engine 118 can be added at the first planetary gear and the associated planetary carrier 156 and can be transmitted via the gear 176 and the gear 178 to the shaft 180. The power at the shaft 180 can be transmitted through the second clutch 186 to the gear 208, the gear 210, along the countershaft 212 and transmitted to the gear 214, the gear 216, and finally transmitted to the output shaft 128.

[0050] The powertrain 106 can also provide a second reverse direction mode by engaging the reverse direction clutch 196 and the third clutch 188. In this way, the power from the second CVP 122 can be transmitted from the shaft 142 to the gear 144, the gear 148, and the shaft 174 to drive the second sun gear 162. Moreover, the power from the engine 118 can be transmitted to the shaft 130, the gear 132, the gear 134, the shaft 136, the gear 206, the idler gear 204, the gear 202, through the reverse direction clutch 196 and transmitted to the gear 200, the gear 170, the shaft 168, the second planetary gear and the associated planetary carrier 164. The combined power from the second CVP 122 and the engine 118 can be added at the second ring gear 166 and can be transmitted to the gear 172, the gear 220, through the third clutch 188 and transmitted to the gear 222, the gear 210, the countershaft 212, the gear 214, the gear 216, and finally transmitted to the output shaft 128.

[0051] Additionally, in some embodiments, engaging the reverse direction clutch 196 and the fourth clutch 190 can place the powertrain 106 in a third reverse direction mode. Specifically, power from the second CVP 122 can be transmitted from the shaft 142 to the gear 144, the gear 148, the shaft 174 to drive the first sun gear 154. Moreover, power from the engine 118 can be transmitted to the shaft 130, the gear 132, the gear 134, the shaft 136, the gear 206, the idler gear 204, the gear 202, through the reverse direction clutch 196 and transmitted to the gear 200, the gear 170, the shaft 168, the second planetary gear and the associated planetary carrier 164, the first ring gear 158. The combined power from the second CVP 122 and the engine 118 can be added at the first planetary gear and the associated planetary carrier 156, and can be transmitted via the gear 176 and the gear 178 to the shaft 180. The power at the shaft 180 can be transmitted through the fourth clutch 190 to the gear 210, the gear 226, along the countershaft 212 and transmitted to the gear 214, the gear 216, and ultimately transmitted to the output shaft 128.

[0052] Furthermore, in some embodiments, engaging the reverse direction clutch 196 and the fifth clutch 192 can place the powertrain 106 in a fourth reverse direction mode. Specifically, power from the second CVP 122 can be transmitted from the shaft 142 to the gear 144, the gear 148, the shaft 174 to drive the second sun gear 162. Moreover, power from the engine 118 can be transmitted to the shaft 130, the gear 132, the gear 134, the shaft 136, the gear 206, the idler gear 204, the gear 202, through the reverse direction clutch 196 and transmitted to the gear 200, the gear 170, the shaft 168, the second planetary gear and the associated planetary carrier 164. The combined power from the second CVP 122 and the engine 118 can be added at the second ring gear 166, and can be transmitted to the gear 172, the gear 220, through the fifth clutch 192 and transmitted to the gear 228, the gear 226, the countershaft 212, the gear 214, the gear 216, and ultimately transmitted to the output shaft 128.

[0053] In addition, the powertrain 106 can provide one or more direct drive modes in which power from the engine 118 is transmitted to the output shaft 128 and power from the second CVP 122 is prevented from being transmitted to the output shaft 128. Specifically, engaging the second clutch 186, the third clutch 188, and the forward direction clutch 194 can provide a first forward direct drive mode. In this way, power from the engine 118 can be transmitted from the shaft 130 to the gear 132, the shaft 136, the gear 206, through the forward direction clutch 194 and to the second planetary gear and the planet carrier 164, and to the first ring gear 158. In addition, with the second clutch 186 and the third clutch 188 engaged, the second ring gear 166 and the first planetary gear and the planet carrier 156 are locked to the countershaft 212 at a fixed ratio and are thus locked to the output shaft 128. This effectively constrains the ratio on each side of the transmission mechanism 150 and directly locks the engine speed to the ground speed of the vehicle 100 by the ratio determined by the number of teeth of the engaged gear train. In this case, the speeds of the sun gears 154, 162 are fixed, and the sun gears 154, 162 carry torque between the two sides of the transmission mechanism 150. In addition, the first CVP 120 and the second CVP 122 can be powered off.

[0054] Similarly, engaging the fourth clutch 190, the fifth clutch 192, and the forward direction clutch 194 can provide a second forward direct drive mode. In addition, engaging the second clutch 186, the third clutch 188, and the reverse direction clutch 196 can provide a first reverse direct drive mode. In addition, engaging the fourth clutch 190, the fifth clutch 192, and the reverse direction clutch 196 can provide a second reverse direct drive mode.

[0055] As described above, the controller 104 is coupled to the control assembly 182 to control one or more actuators and thus control the movement of one or more selective transmission components within the transmission 126, including the first clutch 184, the second clutch 186, the third clutch 188, the fourth clutch 190, the fifth clutch 192, the forward direction clutch 194, and the reverse direction clutch 196. Generally, the controller 104 operates the control assembly 182 as well as the engine 118 and the CVPs 120, 122 to implement desired functions, for example, to achieve the requested torque at the output shaft 128 for the overall control of the vehicle 100. This includes vehicle acceleration, stopping, starting, switching between gear ratios, switching between directions, etc. As described below, the power control system 102 selectively operates during these functions in cases where it is desired to increase and / or smooth the output torque.

[0056] As described above, the controller 104 can generate commands for implementing various aspects of the power control system 102 based on inputs from one or more operator input devices, including the shift selection device 108 and one or more sensors including sensors 110, 112, 113, 114, 116. Specifically, the controller 104 can command the transmission 126 to operate in the various modes and functions described above. Additionally, the controller 104 can selectively (or continuously) implement the operation of the transmission 126 during the series mode according to the instantaneous power boost function such that the torque from the engine 118 can temporarily supplement the torque of the second CVP 122. For example, during the implementation of nominal operation or nominal function (e.g., without the power boost function), the forward direction clutch is fully engaged during the forward split mode and fully disengaged during the series mode and the reverse split mode; and the reverse direction clutch 196 is fully engaged during the reverse split mode and fully disengaged during the series mode and the forward split mode. However, during the implementation of the instantaneous power boost function, the forward direction clutch 194 and / or the reverse direction clutch 196 are selectively partially engaged to transfer a portion of the torque from the engine 118 to the transmission during the series mode to supplement the torque from the second CVP 122, as will be described below.

[0057] Now also referring to Figure 3 , the data flow diagram illustrates an embodiment of the controller 104 that implements the operation of the transmission 126 of the power control system 102 with an instantaneous power boost function. Generally, the controller 104 can be considered a vehicle controller or a dedicated transmission controller. Regarding Figure 3 the power control system 102, the controller 104 can be organized into one or more functional units or modules 244, 246 (e.g., software, hardware, or a combination thereof). As can be understood, Figure 3 the modules 244, 246 shown in

[0058] can be combined and / or further divided to perform functions similar to those described herein. As an example, each of the modules 244, 246 can be implemented by a processing architecture such as a processor 240 and a memory 242 and a suitable communication interface. For example, the controller 104 can implement the modules 244, 246 through the processor 240 based on programs or instructions stored in the memory 242.

[0058] As can be understood, Figure 3 the controller 104 shown in Figure 2)One or more control signals in the form of clutch commands are output. Specifically, the controller 104 includes a power boost function enabling module 244 and a clutch torque command module 246. The power boost function enabling module and the clutch torque command module are jointly used to generate a clutch command signal to implement the instantaneous power boost function, as described below. In addition to the depicted modules 244, 246 and the operations described below, the controller 104 can also implement typical functions of the transmission 126, such as switching between speeds and shift modes based on operating conditions and operator input.

[0059] In some examples, the controller 104's consideration and implementation of the instantaneous power boost function are continuous, e.g., continuously activated. In other examples, the activation of the instantaneous power boost function can be selective, e.g., enabled or disabled based on input from the operator or other considerations. In any case, the instantaneous power boost function can be enabled and implemented as described below.

[0060] As described above, the controller 104 can be organized according to the power boost function enabling module 244 and the clutch torque command module 246. During operation, the power boost function enabling module 244 can receive inputs from the transmission selector 108, the vehicle speed sensor 110, and any other suitable sources. The power boost function enabling module 244 generally evaluates the inputs as operating conditions and determines when the operating conditions are suitable for implementing the instantaneous power boost function. For example, operating conditions that suggest implementing the instantaneous power boost function include the vehicle 100 operating in series mode. In particular, the instantaneous power boost function can be implemented during one or more predetermined portions of the series mode or during the duration of the series mode.

[0061] Thus, the power boost function enabling module 244 can determine when the vehicle 100 is ready to enter or exit series mode (e.g., from shunt mode to series mode, or from series mode to shunt mode). In some cases, the transition between series mode and shunt mode can occur during a shuttle shift. For example, when a signal from the transmission selector 108 indicates that a shuttle shift is about to occur, the power boost function enabling module 244 can determine that the power boost function is appropriate. Another example is when the vehicle speed slows down to a predetermined value, the power boost function enabling module 244 can determine that the power boost function is appropriate. When determining that the operating conditions indicate that the instantaneous power boost function is appropriate, the power boost function enabling module 244 generates a power boost enabling signal for the clutch torque command module 246.

[0062] When a power boost enable signal is received, the clutch torque command module 246 operates to generate a clutch command to actuate one or more of the direction clutches 194, 196 to at least partially engage. Initially, the clutch torque command module 246 determines the direction clutches 194, 196 used to implement the power boost function based on the characteristics of the current (or upcoming) series mode. In particular, the clutch torque command module 246 generates a clutch command for the reverse direction clutch 196 during the reverse portion of the series mode and a clutch command for the forward direction clutch 194 during the forward portion of the series mode. The generated clutch command may have one or more defined parameters, including the target of the clutch command (e.g., the selected direction clutches 194, 196), the start time of the clutch command, the duration of the clutch command, and the clutch combined torque of the clutch command.

[0063] In one example, the direction clutches 194, 196 selected to implement the power boost function are based on the direction of travel immediately before or after the split mode during the series mode of shuttle shifting. For example, after the forward split mode, when transitioning to the series mode, the forward direction clutch 194 is selected to implement the power boost function; after the reverse split mode, when transitioning to the series mode, the reverse direction clutch 196 is selected to implement the power boost function; during the series mode, before transitioning to the forward split mode, the forward direction clutch 194 is selected to implement the power boost function; and during the series mode, before transitioning to the reverse split mode, the reverse direction clutch 196 is selected to implement.

[0064] The remaining clutch command parameters (e.g., the start time of the clutch command, the duration of the clutch command, and the clutch combined torque of the clutch command) can be based on multiple considerations. For example, the start time of the clutch command can be generated automatically at a predetermined time. In other words, the clutch torque command module 246 can generate a clutch command immediately upon entering the series mode, at a predetermined amount of time before terminating the series mode, or throughout the series mode. In other cases, the clutch command can be based on operating conditions. For example, the start of the clutch command can be based on the measured torque and the desired torque of the second CVP 122, e.g., determining the time point when the measured torque of the second CVP 122 is insufficient relative to the desired torque of the second CVP 122. For another example, the start time can be based on the measured output torque combined with the desired output torque, e.g., determining the time point when the measured output torque is insufficient relative to the desired output torque. For yet another example, the start time can be based on the vehicle speed, e.g., starting the power boost function at a selected vehicle speed (usually a relatively slow vehicle speed). This determination of the time to start the power boost function can occur in real time.

[0065] In some embodiments, the clutch torque command module 246 may generate a power boost function clutch command for the selected directional clutches 194, 196 for a predetermined duration (e.g., 0.5 seconds, 1 second, 2 seconds, etc.). In other examples, the duration of the clutch command for the power boost function may be based on the same parameters that initiate the power boost function, including the measured torque of the second CVP 122 and the measured output torque. In fact, the inputs to the controller 104 may be used as feedback such that the clutch command for the power boost function continues as long as the conditions for initiating the power boost function still apply.

[0066] The clutch command may be expressed as a "synthetic torque amount" or "clutch synthetic torque", which represents the percentage value of the torque passing through the corresponding clutch relative to the fully engaged state, in which 100% of the torque is transmitted to the downstream transmission component through the engaging elements of the corresponding clutch. For example, a 25% clutch synthetic torque represents a clutch command that partially engages the corresponding clutch such that approximately 25% of the potential torque is transmitted between the clutch elements.

[0067] In some embodiments, the clutch synthetic torque during the instantaneous power boost function may be a predetermined value, such as 10%, 25%, 50%, or any suitable partial engagement. Generally, the clutch synthetic torque is less than 25% or less than 50%. In additional embodiments, the clutch synthetic torque of the clutch command may be based on one or more input conditions, including the amount of the difference between the measured torque (or measured output torque) of the second CVP 122 and the desired torque (or desired output torque) of the second CVP 122. For example, when such an amount is relatively large, the clutch synthetic torque of the clutch command is also relatively large, and vice versa. In some examples, the clutch synthetic torque may be determined by accessing a look-up table of the difference between the measured second CVP torque (or measured output torque) and the desired second CVP torque (or desired output torque). The clutch synthetic torque may be a single value or may be modified in real time based on additional input conditions.

[0068] Now refer to Figure 4 , Figure 4 is a data representation 250 that describes the operation of operating the transmission 126 by the controller 104, including the implementation of the instantaneous power boost function. Figure 4 The data representation 250 depicts various types of torques represented on the first (or left) vertical axis 252, which vary over time represented on the horizontal axis 256. Figure 4The data representation 250 also depicts the clutch synthetic torque represented on the second (or right) vertical axis 254, which varies with time on the horizontal axis 256.

[0069] The data representation 250 includes: a first line 258 that depicts the measured second CVP torque varying with time; a second line 260 that depicts the desired second CVP torque varying with time; a third line 262 that depicts the maximum second CVP torque varying with time; a fourth line 264 that depicts the measured nominal output torque varying with time; a fourth line 266 that depicts the clutch synthetic torque varying with time on the first direction clutch during the instantaneous power boost function; a fifth line 268 that depicts the clutch synthetic torque varying with time on the second direction clutch during the instantaneous power boost function; and a sixth line 270 that depicts the power boost function output torque varying with time.

[0070] Generally, with respect to time, Figure 4 the data representation 250 corresponds to the situation where the vehicle 100 performs a shuttle shift from the forward direction to the reverse direction. Specifically, as shown, the vehicle 100 operates in the forward split mode from approximately time position t0 to approximately time position t 3.75 ; transitions to the series mode at approximately time position t 3.75 ; operates in the series mode from approximately time position t 3.75 to approximately time position t 6.5 ; transitions to the reverse split mode at approximately time position t 6.5 ; and operates in the reverse split mode after approximately time position t 6.5 .

[0071] With respect to Figure 4 the first line 258, the second CVP torque reflects the torque transmitted from the second CVP 122 to the transmission 126, for example, as determined based on data from the CVP sensor 114 ( s Figure 2 ). As shown, the measured second CVP torque (line 258) deviates from the desired second CVP torque (line 260), particularly in the regions before and after the transitions between adjacent modes. This typically results in a decrease in the maximum CVP torque (line 262) associated with the physical limitations of the second CVP 122. During nominal operation (e.g., without the power boost function), these conditions cause the output torque to decrease at the start and end portions of the series mode, as reflected by line 264. However, as described above, these conditions (and other conditions) may lead to the implementation of the power boost function.

[0072] As reflected by line 266, the forward direction clutch 194 is in a fully engaged state during the forward split mode (e.g., the clutch combined torque is approximately 100%), and subsequently, the forward direction clutch 194 is commanded to enter a partial engagement state of approximately 5% to implement the instantaneous power boost function. In particular, the partial engagement state of the forward direction clutch 194 during the power boost function starts at approximately time position t at the start of the series mode 3.75 and has a duration from approximately time position t 3.75 to approximately time position t 4.25 . At time position t 4.25 , the power boost function terminates and the forward direction clutch 194 is fully disengaged (e.g., the clutch combined torque is 0%).

[0073] As reflected by line 268, the reverse direction clutch 196 is in a fully disengaged state during the forward split mode and the initial part of the series mode (e.g., the clutch combined torque is approximately 0%). At this time, the controller 104( Figure 3 ) evaluates the operating conditions to initiate another instance of the instantaneous power boost function. In particular, at approximately time position t corresponding to a short duration before the termination of the series mode 5.8 , the power boost function is initiated and the reverse direction clutch 196 is partially engaged (e.g., the clutch combined torque is approximately 5%) to implement the instantaneous power boost function. When the series mode terminates and transitions to the reverse split mode, the instantaneous power boost function terminates, and the reverse direction clutch 196 is commanded to enter a fully engaged state (e.g., the clutch combined torque is 100%) to continue operating in the reverse split mode

[0074] In fact, the series mode has a forward series mode part before the vehicle and / or engine speed becomes zero (e.g., the vehicle creeps in the forward direction), and a reverse series mode part after the vehicle and / or engine speed becomes zero (e.g., the vehicle creeps in the reverse direction). The forward direction clutch 194 is partially engaged during at least a part of the forward series mode part, and the reverse direction clutch 196 is partially engaged during at least a part of the reverse series mode part

[0075] As reflected by the comparison between line 264 and line 270, compared with the nominal functional output torque (line 264), the two instances of implementing the power boost function result in the output torque (line 270) not decreasing due to the reduced capacity of the second CVP 122 (line 262). In fact, the partially engaged direction clutches 194, 196 operate to supplement the reduced torque of the second CVP 122, so that the total output torque can be maintained

[0076] Figure 5 and Figure 6 views thereof provide further data representations 272, 286 depicting operation of the controller 104 on the transmission 126. With particular reference to Figure 5 , data representation 272 generally depicts operation of the transmission 126 over time (represented by the horizontal axis 276) during a shuttle shift in which the transmission 126 transitions from a reverse split mode (e.g., from 0 seconds to 3 seconds), through a neutral split mode (e.g., from about 3 seconds to about 7 seconds), to a forward split mode (e.g., after 7 seconds). In Figure 5 , the transmission output speed is shown on the first (or left) vertical axis 274, and the clutch combined torque is shown on the second (or right) vertical axis 275. Data representation 272 includes the clutch combined torque (represented by line 278) of the forward direction clutch 194 describing a shuttle shift implementing a nominal function (e.g., without an instantaneous power boost function), and the resulting transmission output speed (represented by line 280). As shown by lines 278, 280, the clutch combined torque of the forward direction clutch 194 is 0% during the reverse split mode and the series mode, and is actuated to 100% during the forward split mode.

[0077] Data representation 272 further includes the clutch combined torque (represented by line 284) of the forward direction clutch 194 describing a shuttle shift implementing an instantaneous power boost function, and the resulting transmission output speed (represented by line 282). As shown by lines 282, 284, the clutch combined torque of the forward direction clutch 194 is 0% during the reverse split mode and the initial portion of the series mode. When the output speed drops to 0 during the series mode, the forward direction clutch 194 is partially engaged to about 20%, and then increases to 100% when transitioning to the forward split mode. It can be clearly seen from a comparison of lines 280 and 284 that the instantaneous power boost function serves to increase the transmission output speed relative to operation according to the nominal function.

[0078] Now referring to Figure 6 , data representation 286 generally describes operation of the transmission 126 with increasing transmission output speed (represented by the horizontal axis 290) during the transition of the transmission 126 from the series mode (e.g., from 0 seconds to 2 seconds) to multiple forward split modes (e.g., after 2 seconds). In Figure 6In [the figure], the transmission output torque is shown on the first (or left) vertical axis 288, and the clutch combined torque is shown on the second (or right) vertical axis 289. The data representation 286 includes the clutch combined torque (represented by line 292) that implements the nominal function of the forward clutch 194 (e.g., without an instantaneous power boost function), and the resulting transmission output torque (represented by line 294). As shown by line 292 and line 294, the clutch combined torque of the forward clutch 194 is 0% during the series mode and is actuated to 100% during the forward split mode. The data representation 286 further includes the clutch combined torque (represented by line 296) of the forward clutch 194 that describes the implementation of the instantaneous power boost function, and the resulting transmission output torque (represented by line 298). As shown by line 296 and line 298, the clutch combined torque of the forward clutch 194 is approximately 10% during the series mode and then increases to 100% when transitioning to the forward split mode. It can be clearly seen from the comparison of line 294 and line 298 that the instantaneous power boost function serves to increase the transmission output speed relative to the operation according to the nominal function.

[0079] Accordingly, the current powertrain control system provides a transmission with multiple clutches to implement various modes. Typically, the clutches are fully engaged when actuated to implement the modes. However, as described herein, the powertrain control system can implement an instantaneous power boost function during the series mode, in which one or more clutches are partially engaged such that power from the engine can be used to supplement power from the motor. By using the powertrain control system of the present disclosure, the instantaneous power boost function provides more consistent power and generally does not require a larger motor to otherwise provide the commanded power, thus improving packaging and cost.

[0080] In addition, the following examples are provided and are numbered for ease of reference.

[0081] 1. A control system for operating a power transmission system of a work vehicle, the work vehicle having an engine configured to generate power for an output shaft and at least one motor, the control system comprising: a transmission operatively positioned between the engine, the at least one motor, and the output shaft, the transmission including at least one direction clutch and a plurality of control component clutches, the at least one direction clutch and the plurality of control component clutches being coupled together and configured to selectively engage according to a plurality of modes to transfer power from the engine and the at least one motor to drive the output shaft; and a controller having a processor and a memory architecture, the controller being configured to selectively actuate the at least one direction clutch and the plurality of control component clutches via clutch commands to implement a plurality of modes, the plurality of modes including: a first split mode in which at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transfer combined power from the engine and the at least one motor to drive the output shaft; a first direct drive mode in which at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transfer only power from the engine to drive the output shaft; and a first series mode in which at least one of the plurality of control component clutches is fully engaged to transfer power primarily from the at least one motor to drive the output shaft, the controller further being configured to implement an instantaneous power boost function within at least a portion of the first series mode, in which at least one direction clutch is partially engaged to supplement power from the at least one motor with power from the engine to drive the output shaft.

[0082] 2. The control system according to example 1, wherein the controller is configured to implement the instantaneous power boost function immediately upon initiation of the first series mode and to implement the instantaneous power boost function for a portion of the duration of the first series mode.

[0083] 3. The control system according to example 2, wherein the controller is configured to terminate the instantaneous power boost function after a portion of the duration of the first series mode, at which time at least one direction clutch is fully disengaged.

[0084] 4. The control system according to example 1, wherein the controller is configured to implement the instantaneous power boost function at a moment after initiation of the first series mode and before the end of the first series mode, and to implement the instantaneous power boost function for a duration extending to the end of the first series mode.

[0085] 5. The control system according to Example 1, wherein the controller is configured to: implement an instantaneous power boost function when starting the first series mode, wherein at least one directional clutch part is engaged when starting the first series mode; terminate the instantaneous power boost function during an intermediate part of the first series mode, wherein at least one directional clutch is fully disengaged during the intermediate part of the first series mode; and implement the instantaneous power boost function at the end of the first series mode.

[0086] 6. The control system according to Example 1, wherein the controller is configured to implement the instantaneous power boost function throughout the first series mode.

[0087] 7. The control system according to Example 1, wherein during the implementation of the instantaneous power boost function, the controller generates a clutch command such that the clutch combined torque at at least one directional clutch is less than 10%.

[0088] 8. The control system according to Example 1, wherein during the implementation of the instantaneous power boost function, the controller generates a clutch command such that the clutch combined torque at at least one directional clutch is less than 5%.

[0089] 9. The control system according to Example 1, wherein during the implementation of the instantaneous power boost function, the controller generates a clutch command to partially engage at least one directional clutch within a duration of less than 1 second.

[0090] 10. The control system according to Example 1, wherein at least one directional clutch includes a forward directional clutch, the first split mode is a forward split mode, in the forward split mode, the forward directional clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit the combined power from the engine and at least one motor, so as to drive the output shaft in the forward direction; the first direct drive mode is a forward direct drive mode, in the forward direct drive mode, the forward directional clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit only the power from the engine, so as to drive the output shaft in the forward direction; and the first series mode includes a forward series mode part, in the forward series mode part, at least one of the plurality of control component clutches is fully engaged to transmit mainly the power from at least one motor, so as to drive the output shaft in the forward direction; and wherein the controller is configured to generate a clutch command to partially engage the forward directional clutch during the instantaneous power boost function within the forward series mode part.

[0091] 11. The control system according to Example 10, wherein at least one directional clutch further includes a reverse directional clutch, and wherein the plurality of modes implemented by the controller include a reverse split mode and a reverse direct drive mode. In the reverse split mode, the reverse directional clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit combined power from the engine and at least one motor to drive the output shaft in the reverse direction. In the reverse direct drive mode, the reverse directional clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit only the power from the engine to drive the output shaft in the reverse direction. And wherein the first series mode includes a reverse series mode portion, in the reverse series mode portion, at least one of the plurality of control component clutches is fully engaged to transmit power mainly from at least one motor to drive the output shaft in the reverse direction, and wherein the controller is configured to generate a clutch command to partially engage the reverse directional clutch during an instantaneous power boost function within the reverse series mode portion.

[0092] 12. The control system according to Example 11, wherein the controller is configured to implement shuttle shifting, in which the transmission transitions from the forward split mode to the first series mode and then to the reverse split mode, and wherein the controller is configured to implement an instantaneous power boost function during the forward series mode portion of the first series mode immediately after the forward split mode, and during the reverse series mode portion of the first series mode immediately before the reverse split mode.

[0093] 13. The control system according to Example 11, wherein the controller is configured to implement shuttle shifting, in which the transmission transitions from the reverse split mode to the first series mode and then to the forward split mode, and wherein the controller is configured to implement an instantaneous power boost function during the reverse series mode portion of the first series mode immediately after the reverse split mode, and during the forward series mode portion of the first series mode immediately before the forward split mode.

[0094] 14. An operating vehicle, comprising: an engine; at least one continuously variable power source (CVP); an output shaft; a transmission, the transmission being operatively positioned between the engine, at least one motor, and the output shaft, the transmission including at least one direction clutch and a plurality of control component clutches, the at least one direction clutch and the plurality of control component clutches being coupled together and configured to selectively engage according to a plurality of modes to transmit power from the engine and the at least one motor to drive the output shaft; and a controller having a processor and a memory architecture, the controller being configured to selectively actuate at least one direction clutch and a plurality of control component clutches through clutch commands to implement a plurality of modes, the plurality of modes including: a first split mode, in the first split mode, at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit combined power from the engine and the at least one motor to drive the output shaft; a first direct drive mode, in the first direct drive mode, at least one direction clutch is fully engaged and at least one of the plurality of control component clutches is fully engaged to transmit only power from the engine to drive the output shaft; and a first series mode, in the first series mode, at least one of the plurality of control component clutches is fully engaged to transmit mainly power from the at least one motor to drive the output shaft, the controller is further configured to implement an instantaneous power boost function within at least a part of the first series mode, in the instantaneous power boost function, at least one direction clutch is partially engaged to supplement power from the at least one motor with power from the engine to drive the output shaft.

[0095] 15. The operating vehicle according to example 14, wherein the controller is configured to immediately implement the instantaneous power boost function at the start of the first series mode and implement the instantaneous power boost function within a partial duration of the first series mode.

[0096] The terms used herein are for the purpose of describing particular embodiments only and are not intended to limit the present disclosure. As used herein, the singular forms of the expressions "a", "an", and "the" are also intended to include the plural forms, unless the context clearly indicates otherwise. It should be further understood that when used in this specification, the terms "comprises" and / or "comprising" specify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or combinations thereof.

[0097] The description of the present disclosure has been presented for purposes of illustration and description, but the description is not intended to be exhaustive or to limit the present disclosure to the disclosed forms. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the present disclosure. The embodiments specifically recited herein are chosen and described in order to best explain the principles of the present disclosure and its practical application, and to enable others of ordinary skill in the art to understand the present disclosure and recognize the many alternatives, modifications, and variations of the one or more examples described. Accordingly, various other embodiments and implementations fall within the scope of the appended claims in addition to the specifically described embodiments and implementations.

Claims

1. A control system (102) for operating a power transmission system (106) of a work vehicle (100), the work vehicle having an engine (118) configured to generate power for an output shaft (128) and at least one motor (120, 122), the control system (102) comprising: A transmission (126) operatively positioned between the engine (118), the at least one motor (120, 122), and the output shaft (128), the transmission (126) including at least one direction clutch (194, 196) and a plurality of control component clutches (184, 186, 188, 190, 192), the at least one direction clutch (194, 196) and the plurality of control component clutches (184, 186, 188, 190, 192) being coupled together and configured to selectively engage in accordance with a plurality of modes to transfer power from the engine (118) and the at least one motor (120, 122) to drive the output shaft (128), wherein the at least one direction clutch (194, 196) includes a forward direction clutch (194) and a reverse direction clutch (196); and A controller (104) having a processor and a memory architecture, the controller (104) being configured to selectively actuate the at least one direction clutch (194, 196) and the plurality of control component clutches (184, 186, 188, 190, 192) via clutch commands to implement the plurality of modes, the plurality of modes including: A first split mode in which the at least one direction clutch (194, 196) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transfer combined power from the engine (118) and the at least one motor (120, 122) to drive the output shaft (128), A first direct drive mode in which the at least one direction clutch (194, 196) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transfer only power from the engine (118) to drive the output shaft (128), and A first series mode in which at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transfer power primarily from the at least one motor (120, 122) to drive the output shaft (128), The controller (104) is further configured to implement an instantaneous power boost function within at least a portion of the first series mode, in which the at least one directional clutch (194, 196) is partially engaged to supplement power from the at least one motor (120, 122) with power from the engine (118) to drive the output shaft (128).

2. The control system (102) according to claim 1, wherein, The controller (104) is configured to implement the instantaneous power boost function immediately upon initiation of the first series mode and to implement the instantaneous power boost function for a partial duration of the first series mode.

3. The control system (102) according to claim 2, wherein, The controller (104) is configured to terminate the instantaneous power boost function after the partial duration of the first series mode, at which time the at least one directional clutch (194, 196) is fully disengaged.

4. The control system (102) according to claim 1, wherein, The controller (104) is configured to implement the instantaneous power boost function at a moment after initiation of the first series mode and before the end of the first series mode and to implement the instantaneous power boost function for a duration extending to the end of the first series mode.

5. The control system (102) according to claim 1, wherein, The controller (104) is configured to: implement the instantaneous power boost function upon initiation of the first series mode, wherein the at least one directional clutch (194, 196) is partially engaged upon initiation of the first series mode; terminate the instantaneous power boost function during an intermediate portion of the first series mode, wherein the at least one directional clutch (194, 196) is fully disengaged during the intermediate portion of the first series mode; and implement the instantaneous power boost function at the end of the first series mode.

6. The control system (102) according to claim 1, wherein, The controller (104) is configured to implement the instantaneous power boost function throughout the first series mode.

7. The control system (102) according to claim 1, wherein, During implementation of the instantaneous power boost function, the controller (104) generates the clutch command such that the clutch combined torque at the at least one directional clutch (194, 196) is less than 10%.

8. The control system (102) according to claim 1, wherein, During implementation of the instantaneous power boost function, the controller (104) generates the clutch command such that the clutch combined torque at the at least one directional clutch (194, 196) is less than 5%.

9. The control system (102) according to claim 1, wherein, During implementation of the instantaneous power boost function, the controller (104) generates the clutch command for partially engaging the at least one directional clutch (194, 196) for a duration of less than 1 second.

10. The control system (102) according to claim 1, Among them, The first split mode is a forward split mode, in which the forward direction clutch (194) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transmit the combined power from the engine (118) and the at least one motor (120, 122), so as to drive the output shaft (128) in the forward direction; The first direct drive mode is a forward direct drive mode, in which the forward direction clutch (194) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transmit only the power from the engine (118), so as to drive the output shaft (128) in the forward direction; and The first series mode includes a forward series mode portion, in which at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transmit mainly the power from the at least one motor (120, 122), so as to drive the output shaft (128) in the forward direction, and wherein the controller (104) is configured to generate the clutch command during the instantaneous power boost function within the forward series mode portion to partially engage the forward direction clutch (194).

11. The control system (102) according to claim 10, Among them, [[ID=CH5]]The plurality of modes implemented by the controller (104) include a reverse split mode and a reverse direct drive mode; In the reverse split mode, the reverse direction clutch (196) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transmit the combined power from the engine (118) and the at least one motor (120, 122), so as to drive the output shaft (128) in the reverse direction; In the reverse direct drive mode, the reverse direction clutch (196) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transmit only the power from the engine (118), so as to drive the output shaft (128) in the reverse direction, and wherein the first series mode includes a reverse series mode portion, in which at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transmit mainly the power from the at least one motor (120, 122), so as to drive the output shaft (128) in the reverse direction, and Wherein, the controller (104) is configured to generate the clutch command to partially engage the reverse direction clutch (196) during the instantaneous power boost function within the reverse series mode section.

12. The control system (102) according to claim 11, Among them, The controller (104) is configured to implement shuttle shifting, in which the transmission (126) transitions from the forward split mode to the first series mode and to the reverse split mode, and Wherein, the controller (104) is configured to implement the instantaneous power boost function during the forward series mode section of the first series mode immediately after the forward split mode, and during the reverse series mode section of the first series mode immediately before the reverse split mode.

13. The control system (102) according to claim 11, Among them, The controller (104) is configured to implement shuttle shifting, in which the transmission (126) transitions from the reverse split mode to the first series mode and to the forward split mode, and Wherein, the controller (104) is configured to implement the instantaneous power boost function during the reverse series mode section of the first series mode immediately after the reverse split mode, and during the forward series mode section of the first series mode immediately before the forward split mode.

14. A work vehicle, comprising: An engine (118); At least one motor (120, 122); An output shaft (128); A transmission (126) operatively positioned between the engine (118), the at least one motor (120, 122) and the output shaft (128), the transmission including at least one direction clutch (194, 196) and a plurality of control component clutches (184, 186, 188, 190, 192), the at least one direction clutch (194, 196) and the plurality of control component clutches (184, 186, 188, 190, 192) being coupled together and configured to selectively engage according to a plurality of modes to transfer power from the engine (118) and the at least one motor (120, 122) to drive the output shaft (128), wherein the at least one direction clutch (194, 196) includes a forward direction clutch (194) and a reverse direction clutch (196); and A controller (104) having a processor and a memory architecture, the controller (104) being configured to selectively actuate the at least one direction clutch (194, 196) and the plurality of control component clutches by clutch commands to implement the plurality of modes, the plurality of modes including: A first split mode, in which at least one of the direction clutches (194, 196) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transfer combined power from the engine (118) and the at least one motor (120, 122) to drive the output shaft (128). A first direct drive mode, in which at least one of the direction clutches (194, 196) is fully engaged and at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transfer only the power from the engine (118) to drive the output shaft (128), and A first series mode, in which at least one of the plurality of control component clutches (184, 186, 188, 190, 192) is fully engaged to transfer power mainly from the at least one motor (120, 122) to drive the output shaft (128). The controller is further configured to implement an instantaneous power boost function within at least a portion of the first series mode, in which at least one of the direction clutches (194, 196) is partially engaged to supplement the power from the at least one motor (120, 122) with the power from the engine (118) to drive the output shaft (128).

15. The work vehicle according to claim 14, wherein, The controller (104) is configured to implement the instantaneous power boost function immediately upon initiation of the first series mode and to implement the instantaneous power boost function for a partial duration of the first series mode.

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