Power control system with throttle shifting function

Abstract

A power control system involving a throttle shift function. Specifically, a control system of a work vehicle includes a power source having an engine and at least one motor configured to generate power, a transmission including a plurality of clutches configured to selectively engage to transfer power to drive an output shaft of a powertrain of the work vehicle, and a controller coupled to the power source and the transmission. The controller has a processor and a memory architecture configured to initiate a transition of the transmission between a first transmission mode and a second transmission mode at a first shift point associated with the throttle shift function, determine a current engine speed, and generate and execute an engine speed command of the engine according to the throttle shift function such that the commanded engine speed is a function of the current engine speed when the transition of the transmission is made at the first shift point.

Description

Technical Field

[0001] This disclosure generally relates to control systems for work vehicles, and more specifically, to power control systems for the transmission and engine of work vehicles. Background Technology

[0002] In agriculture, construction, and forestry, work vehicles, including wheel loaders, can be used to perform a wide variety of tasks. Modern work vehicles can be powered by conventional engines (e.g., internal combustion engines) and one or more continuously variable power sources (CVPs) (e.g., electric motors / generators or hydraulic motors / pumps). In various applications, the work vehicle's powertrain can be configured to use power provided individually or selectively in combination via an infinitely variable transmission (IVT) or a continuously variable transmission (CVT), depending on the mode. Furthermore, each mode can have one or more gear ratios (or speed ratios) by selectively engaging and disengaging the clutch to alter the power flow path. The manipulation of power flow between modes and / or gear ratios occurs at transitions or "shift points," which can involve multiple dynamic forces that potentially affect vehicle performance and operator feel. Summary of the Invention

[0003] This disclosure provides a power control system for a work vehicle.

[0004] In one aspect, this disclosure provides a control system for a work vehicle, the control system comprising: a power source including an engine configured to generate power and at least one motor; a transmission including a plurality of clutches connected together and configured to selectively engage according to a plurality of transmission modes to transmit power from the engine and the at least one motor, thereby driving the output shaft of the work vehicle's powertrain; and a controller coupled to the power source and the transmission. The controller has a processor and memory architecture configured to: initiate a shift of the transmission between a first transmission mode and a second transmission mode at a first shift point associated with an engine throttle shift function; determine the current engine speed; and, when the transmission shifts at the first shift point, generate and execute an engine speed command according to the engine throttle shift function, such that the commanded engine speed is a function of the current engine speed.

[0005] On the other hand, this disclosure provides a controller for a work vehicle having an engine configured to generate power and at least one motor, and a transmission configured to transmit power from the engine and the at least one motor to drive the output shaft of the work vehicle. The controller includes a processor and memory architecture configured to, at a first shift point associated with a throttle shift function, initiate a transition of the transmission between a first transmission mode and a second transmission mode; determine the current engine speed; and, when the transmission transitions at the first shift point, generate and execute an engine speed command based on the throttle shift function, such that the commanded engine speed is a function of the current engine speed.

[0006] On the other hand, this disclosure provides a method for operating the powertrain of a work vehicle having an engine configured to generate power and at least one motor, and a transmission configured to transmit power from the engine and the at least one motor to drive the output shaft of the work vehicle. The method includes the steps of: initiating a shift of the transmission between a first transmission mode and a second transmission mode at a first shift point associated with a throttle shift function using a controller; determining the current engine speed at the controller; and at the controller, when the transmission shifts at the first shift point, generating an engine speed command for the engine according to the throttle shift function and executing the engine speed command such that the commanded engine speed is a function of the current engine speed.

[0007] Details of one or more embodiments are set forth in the accompanying drawings and the description below. Other features and advantages will become apparent from this description, the drawings, and the claims. Attached Figure Description

[0008] Figure 1 This is a side view of an example work vehicle using a power control system with throttle shifting function according to an exemplary embodiment of the present disclosure;

[0009] Figure 2 This is for implementation according to the example implementation method. Figure 1 The powertrain of the power control system for an example work vehicle;

[0010] Figure 3 This is a data flow diagram of the controller of a power control system according to an exemplary embodiment;

[0011] Figure 4A It is a data representation of various parameters during operation of the throttle shift function according to the example implementation; and

[0012] Figure 4B It represents the data of various parameters when the throttle shifting function is not in operation.

[0013] The same labels in different figures indicate the same elements. Detailed Implementation

[0014] The following describes one or more exemplary embodiments of the disclosed powertrain or vehicle as illustrated in the accompanying drawings, which are briefly described above. Various modifications to the exemplary embodiments will be conceived by those skilled in the art.

[0015] Typically, work vehicles (such as those used in agriculture, construction, and forestry) may include a powertrain-based power control system with an engine and one or more additional power sources (such as one or more motors) that individually and collectively provide power via a transmission to drive the vehicle and perform its work functions. For example, the powertrain control system may implement: one or more split modes, where power from the engine and motors is combined in the transmission to provide output torque; one or more direct drive modes, where only power from the engine provides output torque; and one or more series modes, where primarily power from the motors provides output torque. Such a transmission can be considered a hybrid transmission, an infinitely variable transmission (IVT), or an electric infinitely variable transmission (eIVT); and such a powertrain can be considered a hybrid powertrain, an IVT powertrain, or an eIVT powertrain. Within each mode, the clutch of the transmission can be manipulated to provide one or more gear ratios or speed ratios, all of which are at the "shift point".

[0016] During typical operation, the powertrain control system can command an engine speed higher than the current engine speed (especially when the transmission is upshifted). However, at certain shift points, attempting to increase engine speed can result in asynchronous speeds at the clutch components within the transmission. In some cases, the effects of these significantly different speeds are exacerbated at shift points where the transmission has high internal inertia. In these situations, this internal inertia can be reflected from the transmission to the engine, causing a spike in the actual engine speed, which is then transmitted back through the transmission to the wheels. In other words, some transmissions may experience spikes in lugging and acceleration at certain shift points, affecting the "shift quality" and being noticeable in terms of performance and feel.

[0017] However, according to this disclosure, the powertrain control system is configured to implement throttle shifting at one or more shift points to appropriately address the potential effects of internal inertia in the transmission that would otherwise affect performance or feel. In one example, selected shift points associated with the throttle shifting function may include shift points where the transmission switches from a series mode to a split-path mode. Based on the throttle shifting function, the powertrain control system generates an engine speed command based on the actual or current engine speed; specifically, the powertrain control system may generate an engine speed command equal to the current engine speed. In effect, the engine is "throttled" or de-fueled to avoid an increase in engine speed during shifts, thereby avoiding acceleration within the transmission that would otherwise affect shift quality, performance, and feel.

[0018] Similarly, the engine speed command generated by the powertrain control system can be modified or altered based on whether a throttle shift function is being implemented (e.g., whether the shift point is associated with a throttle shift function). If no throttle shift function is specified, the powertrain control system generates the engine speed command in a typical manner (e.g., based on a predetermined speed schedule with a target or "final" speed for the mode). If a throttle shift function is implemented, the powertrain control system generates the engine speed command based on the current engine speed. In one example, the engine control module generates an engine speed command during the implementation of a throttle shift function to set the engine speed to be equal to the current engine speed. Typically, this is a lower engine speed than would have been commanded without a throttle shift function. Additional details are provided below.

[0019] Reference Figure 1 The work vehicle 100 may include or otherwise implement a power control system 102 that performs throttle shifting to ensure consistent and smooth operation of the work vehicle 100. Figure 1 The view generally depicts the work vehicle 100 as a tractor. However, it should be understood that other configurations for agriculture, construction, and / or forestry are also possible, including configurations as wheel loaders. It should also be understood that the disclosed powertrain 106 can also be used for non-work vehicle and non-vehicle applications (e.g., stationary power equipment). In one example, the power control system 102 can be viewed as including a controller 104, the powertrain 106, and one or more sensors 110 mounted on the chassis 112 of the work vehicle 100, or otherwise interacting with the controller 104, the powertrain 106, and the sensors 110.

[0020] Typically, the powertrain 106 includes one or more power sources, such as an engine 114 (e.g., a diesel engine) and / or one or more continuously variable power sources (CVPs) 116a, 116b (e.g., one or more electric and / or hydraulic motors), as well as various batteries and power transmission components. The powertrain 106 also includes a transmission 118 that transmits power from the power sources 114, 116a, 116b to a suitable driveline coupled to one or more driven wheels 120 to propel the work vehicle 100. The transmission 118 can also supply power to drive other vehicle systems, components, or implements. The transmission 118 may include various gears, shafts, clutches, and other power transmission components that can operate within a range representing selected output speeds and / or torques. As described in more detail below, the power control system 102 is used to enable throttle shifting at one or more shift points within the transmission 118 (e.g., at the transition between range and / or power sources).

[0021] Typically, controller 104 implements the operation of powertrain control system 102, powertrain 106, and other aspects of vehicle 100 (including any of the functions described herein). Controller 104 can be configured as a computing device with associated processor and memory architecture, configured as a hydraulic, electrical, or electro-hydraulic controller, or others. Similarly, controller 104 can be configured to perform various computational and control functions relating to vehicle 100. Controller 104 can communicate electronically, hydraulically, or otherwise with various other systems or devices of vehicle 100, including via a CAN bus (not shown). For example, controller 104 can communicate electronically or hydraulically with various actuators, sensors, and other devices within (or outside) vehicle 100.

[0022] In some implementations, controller 104 may be configured to receive input commands and interact with an operator via a human-machine interface or operator interface 122 (including typical steering, acceleration, velocity, transmission, and wheel braking controls, and other suitable controls). The human-machine interface 122 may be configured in various ways and may include one or more joysticks, various switches or levers, one or more buttons, a touchscreen interface that may overlay a display, a keyboard, a speaker, a microphone associated with a voice recognition system, or various other human-machine interface devices. Controller 104 may also receive input from one or more sensors 110 associated with various systems and components of the work vehicle 100, as discussed in more detail below. Also as discussed below, controller 104 may implement powertrain control system 102 based on these inputs to generate appropriate commands for powertrain 106 (particularly concerning throttle shifting functions).

[0023] As mentioned above, the work vehicle 100 may include one or more sensors (typically represented by sensor 110) that communicate with the controller 104 to provide various types of feedback and data to enable the functions described herein and typical functions of the work vehicle 100. In some applications, sensor 110 may be provided to observe various conditions associated with the work vehicle 100. In one example, sensor 110 may provide information associated with the powertrain control system 102 to enable throttle shifting functionality. Sensor 110 may include kinematic sensors that collect information associated with the position and / or movement of the work vehicle 100, such as one or more orientation sensors and / or one or more ground speed sensors. Additional sensors (or in other respects, sources or data) may provide or include powertrain data sources, including data sufficient to determine the current or intended mode of transmission 118, information associated with the position of one or more transmission clutch components, and torque and / or speed information associated with components of CVP 116a, 116b, engine 114, and / or transmission 118. Specifically, sensor 110 can collect information related to the current engine speed, such as information directly or derived from other parameters.

[0024] As described in more detail below, the power control system 102 operates to enable the throttle shift function. The throttle shift function is particularly useful in hybrid powertrain systems (e.g., those with a CVP and an engine power source). See below for reference... Figure 2To describe and discuss the example powertrain 106, as various aspects of implementing the power control system 102, reference will then be made to... Figure 3 Additional details are provided regarding the power control system 102 that enables throttle shifting.

[0025] Reference Figure 2 As described above, the powertrain control system 102 can be considered as including a powertrain 106 and a controller 104 that communicates with various components of the powertrain 106 and additionally with various vehicle systems and / or sensors 110. Figure 1 ) Receive information. As mentioned above, the powertrain 106 may include one or more power sources 114, 116a, 116b. Specifically, the powertrain 106 may include an engine 114, which may be an internal combustion engine of various known configurations; furthermore, the powertrain 106 may also include a first CVP 116a (e.g., an electric or hydraulic motor) and a second CVP 116b (e.g., an electric or hydraulic motor), which can be connected together via conduit 116c (e.g., an electric or hydraulic line). The powertrain 106 includes a transmission 118 that transmits power from the engine 114, the first CVP 116a, and / or the second CVP 116b to the output shaft 230. As described below, the transmission 118 includes a plurality of gear connections, clutches, and control assemblies to appropriately drive the output shaft 230 at different speeds in multiple directions. Typically, in one example, the drivetrain 118 used to implement the powertrain 106 of the powertrain control system 102 can be any type of infinitely variable drivetrain arrangement.

[0026] Engine 114 can provide rotational power to engine shaft 130 via engine output components (such as a flywheel) based on commands from controller 104 based on desired operation. Engine shaft 130 can be configured to provide rotational power to gear 132. Gear 132 can mesh with gear 134, which can be supported (e.g., fixed to) shaft 136. Shaft 136 can be substantially parallel to and spaced apart from engine shaft 130. Shaft 136 can support various components of powertrain 106, as will be discussed in detail.

[0027] Gear 132 may also mesh with gear 138 supported (e.g., fixed to) shaft 140. Shaft 140 may be substantially parallel to and spaced apart from engine shaft 130, and may be connected to first CVP 116a. Thus, mechanical power from the engine (i.e., engine power) can be transmitted via engine shaft 130 to the meshing gears 132, 138, shaft 140, and first CVP 116a. First CVP 116a may convert this power into an alternative form (e.g., electric or hydraulic power) to be transmitted via conduit 116c to second CVP 116b. This converted and transmitted power can then be re-converted by second CVP 116b for mechanical output along shaft 142. Various known control devices (not shown) may be provided to adjust this conversion, transmission, re-conversion, etc. Moreover, in some embodiments, shaft 142 may support gear 144 (or other similar components). Gear 144 can mesh with gear 146 and can transmit power to gear 146. Gear 144 can also mesh with gear 148 and can transmit power to gear 148. Therefore, the power from the second CVP 116b (i.e., CVP power) can be distributed between gears 146 and 148 for transmission to other components, as will be discussed in more detail below. The powertrain 106 may also include a variator 150, which represents an example of an arrangement that enables infinitely variable power transmission between the engine 114 and CVPs 116a, 116b and the output shaft 230. As discussed below, this arrangement also enables a power control system 102 in which mechanical energy from the engine 114 can be used in series to boost the CVP power. Other arrangements of the variator 150, engine 114, and CVPs 116a, 116b may be provided.

[0028] In some embodiments, the transmission 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 planetary gear sets 152, 160 may be substantially concentric. In other embodiments, different planetary gear sets 152, 160 may be supported on separate, non-concentric, respective shafts. The arrangement of the planetary gear sets can be configured based on the available space within the work vehicle 100 for enclosing the powertrain 106.

[0029] like Figure 2As shown in the embodiments, the transmission 150 may include a first planetary gear set (i.e., a "low" planetary gear set) 152, which has a first sun gear 154, a first planetary gear and an associated carrier 156, and a first ring gear 158. Furthermore, the transmission 150 may include a second planetary gear set (i.e., a "high" planetary gear set) 160, which has a second sun gear 162, a second planetary gear and an associated carrier 164, and a second ring gear 166. The second planetary gear and carrier 164 can be directly attached to the first ring gear 158. Furthermore, the second planetary gear and carrier 164 can be directly attached to a shaft 168 on which a gear 170 is fixed. Furthermore, the second ring gear 166 can be directly attached to the gear 172. As shown, the shaft 168, gear 170, and gear 172 can all receive the shaft 136 and can be substantially concentric with the shaft 136. Although not specifically shown, it should be appreciated that the powertrain 106 may include various bearings for concentrically supporting these components. Specifically, shaft 168 may be rotatably attached to shaft 136 via bearings, and gear 172 may be rotatably attached to shaft 168 via another bearing on shaft 168.

[0030] On the opposite side of transmission 150 ( Figure 2 From left to right, gear 148 can be mounted (e.g., fixed) on shaft 174, which also supports the first sun gear 154 and the second sun gear 162. In some embodiments, shaft 174 may be hollow and may receive shaft 136. Bearings (not shown) can rotatably support shaft 174 on shaft 136 substantially concentrically. Furthermore, a first planetary gear and an associated gear carrier 156 can be attached to gear 176. Gear 176 can mesh with gear 178 fixed to shaft 180. Shaft 180 may be substantially parallel to and spaced apart from shaft 136.

[0031] As mentioned above, the powertrain 106 can be configured to deliver power (from engine 114, first CVP 116a and / or second CVP 116b) to output shaft 230 or other output components via transmission 118. Output shaft 230 can be configured to transmit the received power to the wheels of work vehicle 100, power take-off (PTO) shaft, range box, implements, or other components of work vehicle 100.

[0032] The powertrain 106 can have multiple selectable modes, such as direct drive mode, split mode, and series mode. In direct drive mode, power from engine 114 is transmitted to output shaft 230, and power from the second CVP 116b is prevented from being transmitted to output shaft 230. In split mode, power from engine 114 and the second CVP 116b can be summed by transmission 150, and the summed or combined power can be delivered to output shaft 230. Moreover, in series mode, power from the second CVP 116b can be transmitted to output shaft 230, and power from engine 114 is generally prevented from being transmitted to output shaft 230. The powertrain 106 can also have different speed modes in one or more of the direct drive, split, and series modes, and these different speed modes can provide different angular velocity ranges for output shaft 230. The powertrain 106 can switch between the multiple modes to maintain appropriate operating efficiency. Furthermore, the powertrain 106 may have one or more forward modes for moving the work vehicle 100 in the forward direction, and one or more reverse modes for moving the work vehicle 100 in the reverse direction. The powertrain 106 may implement different modes and speeds, for example, using a control assembly 182. The control assembly 182 may include one or more selectable transmission components. These selectable transmission components may have a first position or state (engaged position or state), wherein the corresponding device efficiently transmits all power from the input component to the output component. These selectable transmission components may also have a second position or state (disengaged position or state), wherein the device prevents the transmission of power from the input component to the output component. These selectable transmission components may have a third position or state (partially engaged or modulated position or state), wherein the corresponding device transmits only a portion of the power from the input component to the output component. Unless otherwise specified, the term "engaged" refers to a first position or state in which full power is effectively transmitted, while "partially engaged" or "modulated" specifically refers to the transmission of only a portion of power. The selectable transmission components of the control assembly 182 may include one or more wet clutches, dry clutches, dog collar clutches, brakes, synchronizers, or other similar devices. The control assembly 182 may also include actuators for actuating the selectable transmission components between the first, second, and third positions.

[0033] like Figure 2 As shown, the control assembly 182 may include: a first clutch 184, a second clutch 186, a third clutch 188, a fourth clutch 190, and a fifth clutch 192. Furthermore, the control assembly 182 may include a forward directional clutch 194 and a reverse directional clutch 196.

[0034] In one example, a first clutch 184 can be mounted and supported on shaft 198. In the engaged position, the first clutch 184 engages gear 146 with shaft 198 to allow rotation as a unit. In the disengaged position, the first clutch 184 allows gear 146 to rotate relative to shaft 198. Gear 200 can be fixed to shaft 198 and can mesh with gear 170, which is fixed to shaft 168. A reverse-direction clutch 196 can be supported on shaft 198 (i.e., shared with the first clutch 184). The reverse-direction clutch 196 can engage or disengage gears 200 and 202. Gear 202 can mesh with idler gear 204, and idler gear 204 can mesh with gear 206. A forward-rotation clutch 194 can be supported on gear 206 (which in turn is supported on shaft 136) to selectively engage shaft 168. Therefore, the forward-rotation clutch 194 can be concentric with both shaft 168 and shaft 136. A second clutch 186 can be supported on shaft 180. The second clutch 186 can engage shaft 180 and gear 208, or disengage shaft 180 and gear 208. Gear 208 can mesh with gear 210. Gear 210 can be fixed and mounted on a countershaft 212. The countershaft 212 can also support gear 214. Gear 214 can mesh with gear 216, which is fixed to output shaft 230.

[0035] The third clutch 188 can be supported on shaft 218. Shaft 218 can be substantially parallel to shaft 180 and spaced a certain distance from shaft 180. Furthermore, gear 220 can be fixed to and supported by shaft 218. As shown, gear 220 can mesh with gear 172. The third clutch 188 can engage or disengage gears 220 and 222. Gear 222 can mesh with gear 210. The fourth clutch 190 can be supported on shaft 180 (similar to the second clutch 186). The fourth clutch 190 can engage or disengage shaft 180 and gear 224. Gear 224 can mesh with gear 226, which is mounted and fixed to countershaft 212. Additionally, a fifth clutch 192 can be supported on shaft 218 (similar to and concentric with the third clutch 188). The fifth clutch 192 can engage or disengage the shaft 218 and gear 228. Gear 228 can mesh with gear 226.

[0036] Now, different drive modes of powertrain 106 will be discussed. As with the embodiments discussed above, powertrain 106 may have at least one split mode in which power from engine 114 is combined with one or more CVPs 116a, 116b. Furthermore, in some embodiments, powertrain 106 may also have a direct drive mode and / or at least one typically CVP-only mode (i.e., series mode).

[0037] In some embodiments, engaging the first clutch 184 and the second clutch 186 can place the powertrain 106 into a first forward mode. Typically, this mode can be a CVP-only mode (i.e., a series mode). In this mode, mechanical power from the engine 114 can be transmitted via shaft 130, gear 132, gear 138, and shaft 140 to the first CVP 116a. The first CVP 116a can convert this input mechanical power into electrical or hydraulic power and supply the converted power to the second CVP 116b. Furthermore, nominally, power from the engine 114 flowing via shaft 130, gear 132, and gear 134 to shaft 136 is prevented from being input into the transmission 150. Moreover, the mechanical power from the second CVP 116b can rotate shaft 142 and the attached gear 144. This CVP power can rotate gear 148 to rotate the first sun gear 154. The CVP power can also rotate gear 146, and this CVP power can be transmitted through the first clutch 184 to shaft 198, gear 200, gear 170, shaft 168, the second planetary gear and associated gear carrier 164, and the first ring gear 158. In other words, in this mode, the power from the second CVP 116b can drive the rotation of two components of the transmission 150 (the first sun gear 154 and the first ring gear 158), and this power can be aggregated and recombined at the first planetary gear and associated gear carrier 156. The recombined power can be transmitted via gears 176 and 178 to shaft 180. The power at shaft 180 can be transmitted through the second clutch 186 to gears 208 and 210, along the countershaft 212 to gears 214 and 216, and finally to output shaft 230. In some embodiments, the series mode can provide relatively high torque to output shaft 230 at low angular velocity output. Therefore, in some embodiments, this mode can be referred to as the creeper mode. Moreover, as will become apparent, the first clutch 184 can be used only in this mode; therefore, the first clutch 184 can be referred to as the "creeper clutch". In other words, the second CVP 116b rotates the first sun gear 154 and the first ring gear 158, resulting in the CVP power being recombined at the first planetary gear and gear carrier 156.

[0038] In some embodiments, engaging the forward direction clutch 194 and the second clutch 186 can place the powertrain 106 in a first forward direction mode. This mode can be a split mode, in which the transmission 150 sums the power from the second CVP 116b and the engine 114 and outputs the combined power to the output shaft 230. Specifically, power from the second CVP 116b is transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the first sun gear 154. Furthermore, power from the engine 114 is transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, via the forward direction clutch 194, to shaft 168, the second planetary gear and its associated carrier 164, and the first ring gear 158. The combined power from the second CVP116b and the engine 114 is amplified at the first planetary gear and the associated gear carrier 156, and transmitted to the shaft 180 via gears 176 and 178. The power at the shaft 180 can be transmitted through the second clutch 186 to gears 208 and 210, along the countershaft 212 to gears 214 and 216, and finally to the output shaft 230.

[0039] Additionally, in some embodiments, engaging the forward direction clutch 194 and the third clutch 188 can place the powertrain 106 in a second forward direction mode, as another branching mode. Specifically, power from the second CVP 116b can be transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the second sun gear 162. Moreover, power from the engine 114 is transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, via the forward direction clutch 194, to shaft 168, the second planetary gear, and the associated gear carrier 164. The combined power from the second CVP 116b and the engine 114 can be summed at the second ring gear 166 and transmitted to gears 172, 220, via the third clutch 188, to gears 222, 210, countershaft 212, gears 214, 216, and finally to the output shaft 230.

[0040] Additionally, in some embodiments, engaging the forward direction clutch 194 and the fourth clutch 190 can place the powertrain 106 in a third forward direction mode as another branching mode. Specifically, power from the second CVP 116b is transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the first sun gear 154. Furthermore, power from the engine 114 is transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, via the forward direction clutch 194, to shaft 168, the second planetary gear and its associated gear carrier 164, and the first ring gear 158. The combined power from the second CVP 116b and the engine 114 is amplified at the first planetary gear and its associated gear carrier 156, and transmitted via gears 176 and 178 to shaft 180. The power at shaft 180 can be transmitted through the fourth clutch 190 to gears 210 and 226, along the secondary shaft 212 to gears 214 and 216, and finally to the output shaft 230.

[0041] Furthermore, in some embodiments, engaging the forward direction clutch 194 and the fifth clutch 192 can place the powertrain 106 in a fourth forward direction mode, as another branching mode. Specifically, power from the second CVP 116b can be transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the second sun gear 162. Moreover, power from the engine 114 is transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, via the forward direction clutch 194, to shaft 168, the second planetary gear, and the associated gear carrier 164. The combined power from the second CVP 116b and the engine 114 can be aggregated at the second ring gear 166 and transmitted to gears 172, 220, via the fifth clutch 192, to gears 228, 226, countershaft 212, gears 214, 216, and finally to the output shaft 230.

[0042] The powertrain 106 may also have one or more reverse modes for driving the work vehicle 100 in the opposite direction (reverse direction) to those modes discussed above. In some embodiments, the powertrain 106 may provide a reverse series mode corresponding to the forward series mode discussed above, in which the first clutch 184 and the second clutch 186 may engage such that the second CVP 116b drives the shaft 142 and other downstream components in the opposite direction to those described above, thereby causing the work vehicle 100 to move backward.

[0043] Furthermore, the powertrain 106 may have multiple branch reversing direction modes. In some embodiments, the powertrain 106 may provide a reversing direction mode corresponding to the forward direction mode discussed above; however, the reversing direction clutch 196 may be engaged instead of the forward direction clutch 194 to achieve the reversing mode.

[0044] Therefore, the powertrain 106 can provide a first reverse direction mode by engaging the reverse direction clutch 196 and the second clutch 186. Similarly, power from the second CVP 116b can be transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the first sun gear 154. Moreover, power from the engine 114 can be transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, idler gear 204, gear 202, via the reverse direction clutch 196, to gears 200, 170, shaft 168, the second planetary gear and associated gear carrier 164, and the first ring gear 158. The combined power from the second CVP 116b and the engine 114 can be summed at the first planetary gear and associated gear carrier 156 and transmitted to shaft 180 via gears 176 and 178. The power at shaft 180 can be transmitted through the second clutch 186 to gears 208 and 210, along the secondary shaft 212 to gears 214 and 216, and finally to the output shaft 230.

[0045] The powertrain 106 can also provide a second reverse direction mode by engaging the reverse direction clutch 196 and the third clutch 188. Similarly, power from the second CVP 116b can be transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the second sun gear 162. Moreover, power from the engine 114 can be transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, idler gear 204, and gear 202, via the reverse direction clutch 196, to gears 200, 170, shaft 168, the second planetary gear, and the associated gear carrier 164. The combined power from the second CVP 116b and the engine 114 can be aggregated at the second ring gear 166 and can be transmitted to gear 172, gear 220, through the third clutch 188, to gear 222, gear 210, countershaft 212, gear 214, gear 216, and finally to the output shaft 230.

[0046] Additionally, in some embodiments, engaging the reversing clutch 196 and the fourth clutch 190 can place the powertrain 106 into a third reversing mode. Specifically, power from the second CVP 116b can be transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the first sun gear 154. Furthermore, power from the engine 114 can be transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, idler gear 204, gear 202, via the reversing clutch 196, to gears 200, 170, shaft 168, the second planetary gear and its associated gear carrier 164, and the first ring gear 158. The combined power from the second CVP 116b and the engine 114 can be summed at the first planetary gear and its associated gear carrier 156, and transmitted via gears 176 and 178 to shaft 180. The power at shaft 180 can be transmitted through the fourth clutch 190 to gears 210 and 226, along the secondary shaft 212 to gears 214 and 216, and finally to the output shaft 230.

[0047] Furthermore, in some embodiments, engaging the reverse direction clutch 196 and the fifth clutch 192 can place the powertrain 106 into a fourth reverse direction mode. Specifically, power from the second CVP 116b can be transmitted from shaft 142 to gears 144, 148, and shaft 174 to drive the second sun gear 162. Moreover, power from the engine 114 can be transmitted to shaft 130, gears 132, 134, shaft 136, gear 206, idler gear 204, and gear 202, via the reverse direction clutch 196, to gears 200, 170, shaft 168, the second planetary gear, and the associated gear carrier 164. The combined power from the second CVP116b and the engine 114 can be aggregated at the second ring gear 166 and can be transmitted to gears 172, 220, through the fifth clutch 192, to gears 228, 226, countershaft 212, gears 214, 216, and finally to the output shaft 230.

[0048] Furthermore, the powertrain 106 can provide one or more direct drive modes, wherein power from the engine 114 is transmitted to the output shaft 230, while power from the second CVP 116b is prevented from being transmitted to the output shaft 230. Specifically, engaging the second clutch 186, the third clutch 188, and the forward direction clutch 194 can provide a first forward direct drive mode. Similarly, power from the engine 114 can be transmitted from the shaft 130 to gears 132, 134, shaft 136, gear 206, via the forward direction clutch 194, to the second planetary gear and gear carrier 164, and to the first ring gear 158. Moreover, when the second clutch 186 and the third clutch 188 are engaged, the second ring gear 166 and the first planetary gear and gear carrier 156 are locked to the countershaft 212 at a fixed ratio, and thus to the output shaft 230. This effectively constrains the ratio on each side of the transmission 150 and locks the engine speed directly to the ground speed of the work vehicle 100 according to the ratio determined by the number of teeth in the engaged gear system. In this scenario, the speeds of the sun gears 154 and 162 are fixed, and the sun gears 154 and 162 carry torque between the two sides of the transmission 150. Furthermore, the first CVP 116a and the second CVP 116b can be unpowered.

[0049] Similarly, engaging the fourth clutch 190, the fifth clutch 192, and the forward direction clutch 194 can provide a second forward direct drive mode. Furthermore, engaging the second clutch 186, the third clutch 188, and the reverse direction clutch 196 can provide a first reverse direct drive mode. Moreover, engaging the fourth clutch 190, the fifth clutch 192, and the reverse direction clutch 196 can provide a second reverse direct drive mode. As described above, the controller 104 is connected to control various aspects of the power control system 102 (including the engine 114 and the transmission 118) to achieve throttle shifting functionality.

[0050] Now, still referencing Figure 3 The data flow diagram illustrates an implementation of a power control system 102 for performing throttle shifting functions, implemented by controller 104, engine 114, and transmission 118. Typically, controller 104 can be considered as a combination of a vehicle controller, a dedicated controller, or an engine and / or transmission controller. Referring to the power control system 102 in Figure 3, controller 104 can be organized into one or more functional units or modules 240, 242 (e.g., software, hardware, or a combination thereof). As will be appreciated, it can be... Figure 3The modules 240 and 242 shown are combined and / or further divided to perform functions similar to those described herein. As an example, each module in 240 and 242 can be implemented using a processing architecture such as processor 244 and memory 246, along with a suitable communication interface. For example, controller 104 can implement modules 240 and 242 using processor 244 based on programs or instructions stored in memory 246. In some examples, the controller 104's consideration and implementation of the throttle shifting function is continuous, e.g., constantly active. In other examples, the activation of the throttle shifting function can be selective, e.g., enabled or disabled based on input from the operator or other considerations. In any case, the throttle function can be enabled and implemented by power control system 102, as described below.

[0051] Typically, controller 104 may receive input data in many forms and / or from multiple sources, including sensor 110, but such input data may also originate from within the work vehicle 100 or from other external systems or controllers. This input data may represent any data sufficient to operate engine 114 and transmission 118, particularly any data sufficient to perform the throttle shifting function described below.

[0052] In one example, controller 104 can be viewed as including transmission control module 240 and engine control module 242. Typically, transmission control module 240 is configured to generate clutch commands to operate transmission 118 based on various types of data, including ground speed and operator input, as shown. Clutch commands can be generated at "shift points," where the command causes the clutch of transmission 118 to engage (e.g., ...). Figure 2 Clutches 184, 186, 188, 190, 192, 194, 196) at the output (e.g., Figure 2 A new gear ratio or speed ratio is provided at shaft 230. This operation can be based on one or more shift schedules stored in memory 246.

[0053] Typically, the engine control module 242 can generate commands to operate the engine 114, including commands associated with typical operations of the engine 114, such as air and fuel commands, ignition, shutdown, timing, etc. Specifically, the engine control module 242 generates engine speed commands for the engine. Engine speed commands can be based on many factors (including operating parameters and commands transmitted via the operator interface 122). Figure 1 The transmission control module 240 receives operator input and commands from the current and expected modes or gear ratios. In some examples, engine speed commands can be generated based on predetermined operation schedules stored in memory 246.

[0054] As described below, the engine control module 242 (and / or transmission control module 240) can implement throttle shifting functionality to improve shift quality at one or more shift points. During typical operation (e.g., without throttle shifting functionality), the engine control module 242 may command an engine speed higher than the current engine speed (especially when the transmission is being shifted to a higher gear by the transmission control module 240) in order to achieve the desired target speed for the desired mode.

[0055] However, at certain shift points, attempting to increase engine speed can result in asynchronous speeds at the clutch components within the transmission 118. In some cases, the effects of these significantly different speeds are exacerbated at shift points where the transmission 118 has high internal inertia. This internal inertia can be reflected from the transmission 118 to the engine 114, causing a spike in the actual engine speed, which is then transmitted back to the output through the transmission 118. In other words, without achieving the throttle-shift functionality discussed below, the transmission 118 may experience spikes in acceleration and deceleration, affecting shift quality and being noticeable in terms of performance and feel.

[0056] Similarly, the transmission control module 240 can store or otherwise determine the shift points where the throttle shift function should be implemented. As described above, the shift points selected for the throttle shift function are those that would otherwise be unable to handle the excessive internal inertia within the transmission 118. In one example, the selected shift points associated with the throttle shift function may include shift points where the transmission 118 switches from a series mode (e.g., where the transmission 118 transmits power from only one or two of the CVPs 116a, 116b) to a branch mode (e.g., where the transmission 118 combines power from one or more of the CVPs 116a, 116b and the engine 114). In effect, this shift point “adds” power from the engine 114 to the transmission 118 and through it. Other shift points may also be selected to implement the throttle shift function. In one example, the selected shift points may be predetermined and stored as part of a shift schedule, but other mechanisms may be provided to identify the appropriate shift points for the throttle shift function. In some examples, the throttle shift function can be used to execute all shift points.

[0057] In any case, when a selected shift point associated with the throttle shift function is initiated, (in addition to the clutch command used to execute a gear ratio change within the transmission 118) the transmission control module 240 also generates a throttle command for the engine control module 242. In response, the engine control module 242 generates an engine speed command based on the throttle shift function.

[0058] In one example, engine control module 242 generates an engine speed command based on the actual or current engine speed according to the throttle shift function. Specifically, engine control module 242 can generate an engine speed command based on the throttle shift function to be equal to the current engine speed. By setting the commanded engine speed to the current engine speed, engine 114 is "throttled" or temporarily and effectively unloaded to avoid an increase in engine speed during gear shifts. As a result, the internal inertia within transmission 118 is not reflected between the output of engine 114 and transmission 118 to produce acceleration or speed spikes, which would otherwise affect shift quality, performance, and feel. When the shift is complete (e.g., when the designated clutch is fully engaged), the throttle shift function can be terminated, and the commanded engine speed can be set to increase according to the nominal displacement. See below for further details. Figure 4A and Figure 4B Additional details are provided regarding the throttling of engine 114 during gear shifts and its ultimate effect on transmission 118.

[0059] Now refer to Figure 4A and Figure 4B They are respectively describing those without throttle shift function ( Figure 4A ) and has throttle shift function ( Figure 4B The operation data of the powertrain 106 is represented by 250 and 270. Data representations 250 and 270 reflect the change in the transmission ratio between the first transmission mode and the second transmission mode.

[0060] Initial reference Figure 4A Data representation 250 depicts various types of speeds according to time (indicated on horizontal axis 256), indicated as the speed of engine 114 on a first (or left) vertical axis 252, and indicated as the output speed on a second (or right) vertical axis 254. Data representation 250 includes: a first line 258 depicting the commanded engine speed over time; a second line 260 depicting the current engine speed over time; and a third line 262 depicting the output speed (e.g., output shaft 230) over time. Figure 4A In the specific data representation 250, the time periods on the horizontal axis 256 reflect the time periods before, after, and during the shift point, as reflected by the vertical line 264 (e.g., during the transition between a first drive mode and a second drive mode). In one example, the shift point 264 may occur at the transition from a tandem mode to a split mode.

[0061] As mentioned above, Figure 4AData representation 250 depicts the operation of the power control system 102 without throttle shifting. As shown, the commanded engine speed 258 remains constant through shift point 264. In particular, the commanded engine speed 258 is independent of the current engine speed 260.

[0062] generally, Figure 4A The current engine speed 260 and output speed 262 reflect the operation of the powertrain 106 as the operating vehicle 100 increases in speed, making the gear changes within the transmission 118 appropriate at shift point 264. As shown, the shift at shift point 264 causes the current engine speed 260 to jump to an increased value, which in turn causes the output speed 262 to also jump. In fact, the current engine speed 260 and output speed 262 have temporary acceleration at shift point 264. These temporary accelerations can be noticed by the operator and have a negative impact on performance and feel. As described above, the combined acceleration of the current engine speed 260 and output speed 262 can be a result of the inertia reflected within the transmission 118. After the initial acceleration at shift point 264, the current engine speed 260 returns to the commanded engine speed 258 and the output speed 262 resumes a constant acceleration.

[0063] Now, referring to Figure 4B In addition to implementing the throttle shift function, data representation 270 also depicts other scenarios similar to those in data representation 250. Similarly, data representation 270 reflects the engine speed on the first (or left) vertical axis 272, the output speed on the second (or right) vertical axis 274, and time on the horizontal axis 276. As described above, data representation 270 includes a first line 278 depicting the commanded engine speed over time; a second line 280 depicting the current engine speed over time; and a third line 282 depicting the output speed (e.g., output shaft 230) over time, particularly during the time periods before, after, and during the shift point reflected by vertical line 284 (e.g., the transition between the first and second transmission modes).

[0064] As mentioned above, Figure 4B Data representation 270 depicts the operation of the power control system 102 when the throttle shift function is implemented. As shown, the commanded engine speed 278 remains constant until the shift point 264. At the shift point 264, the commanded engine speed 278 is set to the current engine speed 280.

[0065] This causes the current engine speed of 280 to increase smoothly at a constant rate to the desired speed (e.g., approximately 1400 rpm), instead of... Figure 4AThe data indicates that the speed spikes exceeding the expected speed occur at 250. Furthermore, the output speed of 282 maintains a smooth increase throughout the transition between transmission modes. In effect, the throttle shift function adapts to or mitigates any responsive inertia within the transmission so as not to affect performance or feel.

[0066] The power control system discussed herein can also be specifically implemented as a method for controlling the powertrain of a work vehicle. Specifically, the method includes the following steps: initiating a transition of the transmission between a first transmission mode and a second transmission mode using a controller at a first shift point associated with a throttle shift function; determining the current engine speed at the controller; and at the controller, when the transmission transitions at the first shift point, generating and executing an engine speed command based on the throttle shift function, such that the commanded engine speed is a function of the current engine speed. As mentioned above, the method may include the following steps: generating and executing the engine speed command, such that the commanded engine speed is approximately equal to the current engine speed. In one example, the method includes the following steps: initiating a transmission transition such that in the first transmission mode, the transmission drives the output shaft using power solely from the at least one motor, while in the second transmission mode, the transmission drives the output shaft using combined power from the at least one motor and the engine. In practice, generating and executing the engine speed command causes the engine to be unloaded of fuel during the transmission transition at the first shift point. When the transmission shifts at the first shift point, the method operates to generate and execute another engine speed command, such that the commanded engine speed is greater than the current engine speed, for example, when the throttle shift function is not required.

[0067] Therefore, this disclosure provides a power control system and method for a work vehicle powertrain regulated by a transmission such as an eIVT, the work vehicle powertrain having a power-generating engine and at least one motor. In particular, the power control system and method provide improved shift quality, performance, and feel by adapting excess internal energy within the transmission.

[0068] Furthermore, the following examples are provided and numbered for easier reference.

[0069] 1. A control system for a work vehicle, the control system comprising: a power source including an engine configured to generate power and at least one motor; a transmission including a plurality of clutches connected together and configured to selectively engage according to a plurality of transmission modes to transmit power from the engine and the at least one motor, thereby driving an output shaft of a powertrain of the work vehicle; and a controller connected to the power source and the transmission, the controller having a processor and memory architecture configured to: initiate a shift of the transmission between a first transmission mode and a second transmission mode at a first shift point associated with a throttle shift function; determine a current engine speed; and, when the transmission shifts at the first shift point, generate an engine speed command for the engine according to the throttle shift function and execute the engine speed command such that the commanded engine speed is a function of the current engine speed.

[0070] 2. The control system according to Example 1, wherein the controller is configured to generate and execute the engine speed command such that the commanded engine speed is approximately equal to the current engine speed.

[0071] 3. The control system according to Example 1, wherein the controller is configured to initiate a conversion of the transmission, such that in a first transmission mode, the transmission drives the output shaft using power solely from the at least one motor, while in a second transmission mode, the transmission drives the output shaft using combined power from the at least one motor and the engine.

[0072] 4. The control system according to Example 1, wherein the controller is configured to generate and execute another engine speed command when the transmission is shifted at the first shift point, such that the commanded engine speed is greater than the current engine speed.

[0073] 5. The control system according to Example 1, wherein the controller is configured to generate and execute the engine speed command such that the current engine speed does not increase until after the transmission shifts at the first shift point.

[0074] 6. The control system according to Example 1, wherein the controller is configured to generate and execute the engine speed command such that the engine is unloaded during the shift of the transmission at the first shift point.

[0075] 7. The control system according to Example 1, wherein the controller is further configured to, after the shift of the transmission at the first shift point: initiate another shift of the transmission between the second transmission mode and the third transmission mode at a second shift point not associated with the throttle shift function; and during the shift of the transmission at the second shift point, generate another engine speed command for the engine and execute the other engine speed command such that the commanded engine speed is greater than the current engine speed.

[0076] 8. The control system according to Example 1, wherein the transmission device is an electric infinitely variable transmission device (eIVT).

[0077] 9. A controller for a work vehicle, the work vehicle having an engine configured to generate power and at least one motor, and a transmission configured to transmit power from the engine and the at least one motor to drive an output shaft of the work vehicle, the controller comprising: a processor and a memory architecture configured to: initiate a transition of the transmission between a first transmission mode and a second transmission mode at a first shift point associated with a throttle shift function; determine a current engine speed; and, when the transmission transitions at the first shift point, generate an engine speed command for the engine according to the throttle shift function and execute the engine speed command such that the commanded engine speed is a function of the current engine speed.

[0078] 10. The controller according to Example 9, wherein the processor and memory are further configured to generate and execute the engine speed command such that the commanded engine speed is approximately equal to the current engine speed.

[0079] 11. The controller according to Example 9, wherein the processor and memory are further configured to initiate a switching of the transmission, such that in the first transmission mode, the transmission drives the output shaft using power solely from the at least one motor, while in the second transmission mode, the transmission drives the output shaft using combined power from the at least one motor and the engine.

[0080] 12. The controller according to Example 9, wherein the processor and memory are further configured to generate and execute another engine speed command when the shift of the transmission at the first shift point is completed, such that the commanded engine speed is greater than the current engine speed.

[0081] 13. The controller according to Example 9, wherein the processor and memory are further configured to generate and execute the engine speed command such that the current engine speed does not increase until after the transmission shifts at the first shift point.

[0082] 14. The controller according to Example 9, wherein the processor and memory are further configured to generate and execute the engine speed command such that the engine is unloaded during the shift of the transmission at the first shift point.

[0083] 15. The controller according to Example 9, wherein the processor and memory are further configured to, after the shift at the first shift point: at a second shift point not associated with the throttle shift function, initiate another shift of the transmission between the second transmission mode and the third transmission mode; and during the shift of the transmission at the second shift point, generate another engine speed command for the engine and execute the other engine speed command such that the commanded engine speed is greater than the current engine speed.

[0084] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, unless the context clearly indicates otherwise, the singular form of the description is intended to include the plural form. It should also be understood that the term "comprise and / or comprising," when used herein, specifies the presence of a defined feature, element, step, operation, element, and / or component, and does not exclude the presence or addition of one or more other features, elements, steps, operations, elements, components, and / or combinations thereof.

[0085] For ease of reference, the term "component" (particularly in the context of a planetary gear set) may be used herein to indicate a component used for power transmission, such as a sun gear, ring gear, or planetary gear carrier. Furthermore, in various embodiments, references to "continuously" variable transmission, powertrain, or power source should be understood to also encompass configurations including "infinitely" variable transmission, powertrain, or power source.

[0086] In the following discussion, various example configurations of shafts, gears, and other power transmission components are described. It should be understood that various alternative configurations are possible within the spirit of this disclosure. 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 to transmit rotational power, and so on.

[0087] As those skilled in the art will recognize, certain aspects of the disclosed subject matter can be embodied as methods, systems (e.g., a machine control system included in a machine operation), or computer program products. Therefore, certain embodiments can be embodied entirely in hardware, entirely in software (including firmware, resident software, microcode, etc.), or as a combination of software and hardware (and other aspects). Furthermore, these embodiments can take the form of a computer program product embodied on a computer-usable storage medium containing computer-readable program code.

[0088] As those skilled in the art will recognize, aspects of the disclosed subject matter can be described as methods, systems (e.g., control or display systems deployed on a board or otherwise integrated with an operating machine), and computer program products. Regarding computer program products, in particular, embodiments of this disclosure may constitute or include tangible non-transitory storage media storing computer-readable instructions or code for performing one or more functions described throughout this document. As will be readily apparent, such computer-readable storage media can be implemented using any currently known or hereafter developed type of memory, including various types of random access memory (RAM) and read-only memory (ROM). Furthermore, embodiments of this disclosure are open or “agnostic” to the specific memory technology employed; note that magnetic storage solutions (hard disk drives), solid-state storage solutions (flash memory), optimal storage solutions, and other storage solutions may potentially contain computer-readable instructions for performing the functions described herein. Similarly, the systems or apparatus described herein may also include memory storing computer-readable instructions (e.g., as any combination of firmware or other software executed on an operating system) that, when executed by a processor or processing system, instruct the system or apparatus to perform one or more functions described herein. Such computer-readable instructions or code, when executed locally, can be copied or distributed to the memory of a given computing system or apparatus in various ways, such as via transmission over a communications network including the Internet. Therefore, generally, unless expressly specified herein, embodiments of this disclosure should not be limited to any particular group of hardware or memory structures, or to a particular manner of storing computer-readable instructions.

[0089] Computer-readable signal media may include, and wherein computer-readable program code is specifically implemented, a propagated data signal, such as in baseband or as a portion of a carrier wave. Such propagated signals may take any of a variety of forms, including, but not limited to, electromagnetic, optical, or any suitable combination thereof. Computer-readable signal media may be non-transitory and may serve as any computer-readable medium that is not a computer-readable storage medium and is capable of transmitting, propagating, or transporting programs for use by or in connection with an instruction execution system, device, or apparatus.

[0090] As used herein, unless otherwise limited or modified, a list of elements separated by conjunctions (e.g., “and”) and preceded by the phrase “one or more of…” or “at least one of…” indicates a configuration or arrangement that potentially includes individual elements of the list or 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).

[0091] As used herein, the term "module" refers to any hardware, software firmware, electronic control components, processing logic, and / or processor device, alone or in any combination, including but not limited to: application-specific integrated circuits (ASICs), electronic circuits, processors (shared, dedicated, or grouped) and memories executing one or more software or firmware programs, combinational logic circuits, and / or other suitable components that provide the described functionality. The term "module" may be synonymous with unit, component, subsystem, subcontroller, circuit, routine, part, structure, control section, etc.

[0092] Embodiments of this disclosure may be described herein in terms of functional and / or logical block components and various processing steps. It should be appreciated that such block components can be implemented by any number of hardware, software, and / or firmware components configured to perform specified functions. For example, embodiments of this disclosure may employ various integrated circuit components (e.g., memory components, digital signal processing components, logic components, lookup tables, etc.) that can perform multiple functions under the control of one or more microprocessors or other control devices. Furthermore, those skilled in the art will recognize that embodiments of this disclosure can be practiced in conjunction with any number of work vehicles.

[0093] The description of this disclosure has been presented for purposes of illustration and description, but is not intended to be exclusive or to limit the disclosure to its disclosed form. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of this disclosure. The embodiments expressly referenced herein were chosen and described in order to best explain the principles of this disclosure and its practical application, and to enable those skilled in the art to understand this disclosure and recognize many alternatives, modifications, and variations to the described examples. Therefore, various other embodiments and implementations besides those expressly described are within the scope of the appended claims.

Claims

1. A control system (102) for a work vehicle, the control system (102) comprising: The power source (114, 116a, 116b) includes an engine (114) configured to generate power and at least one motor (116a, 116b). A transmission device (118) comprising a plurality of clutches (184, 186, 188, 190, 192, 194, 196) connected together and configured to selectively engage according to a plurality of transmission modes to transmit power from the engine (114) and the at least one motor (116a, 116b) to drive the output shaft (230) of the powertrain (106) of the work vehicle (100); and A controller (104) is connected to the power source (114, 116a, 116b) and the transmission device (118). The controller (104) has a processor (244) and memory (246) architecture, which is configured as follows: At the first shift point associated with the throttle shift function, the transmission device (118) initiates a switch between the first transmission mode and the second transmission mode; Determine the current engine speed; and When the transmission device (118) shifts gears at the first shift point, it generates an engine speed command for the engine (114) based on the throttle shift function and executes the engine speed command, such that the commanded engine speed is a function of the current engine speed. The controller (104) is configured to initiate a switching of the transmission device (118) such that in the first transmission mode, the transmission device (118) drives the output shaft (230) using power from the at least one motor (116a, 116b) alone, while in the second transmission mode, the transmission device (118) drives the output shaft (230) using combined power from the at least one motor (116a, 116b) and the engine (114).

2. The control system (102) of claim 1, wherein, The controller (104) is configured to generate the engine speed command and execute the engine speed command such that the commanded engine speed is equal to the current engine speed.

3. The control system (102) of claim 1, wherein, The controller (104) is configured to generate and execute another engine speed command when the transmission (118) completes a shift at the first shift point, such that the commanded engine speed is greater than the current engine speed.

4. The control system (102) of claim 1, wherein, The controller (104) is configured to generate and execute the engine speed command such that the current engine speed does not increase until after the transmission (118) shifts at the first shift point.

5. The control system (102) of claim 1, wherein, The controller (104) is configured to generate and execute the engine speed command such that the engine (114) is unloaded during the shift of the transmission (118) at the first shift point.

6. The control system (102) of claim 1, wherein, The controller (104) is also configured to perform the following operations after the shift of the transmission (118) at the first shift point: At a second shift point not associated with the throttle shift function, another transition of the transmission (118) between the second and third transmission modes is initiated; and During the shift of the transmission (118) at the second shift point, another engine speed command for the engine (114) is generated and executed, such that the commanded engine speed is greater than the current engine speed.

7. The control system (102) of claim 1, wherein, The transmission device (118) is an electric infinite variable transmission device, namely eIVT.

8. A controller (104) for a work vehicle, the work vehicle having an engine (114) and at least one motor (116a, 116b) and a transmission (118), the engine (114) and the at least one motor (116a, 116b) being configured to generate power, the transmission (118) being configured to transmit the power from the engine (114) and the at least one motor (116a, 116b) to drive the output shaft (230) of the work vehicle (100), the controller (104) comprising: The processor (244) and memory (246) architecture is configured as follows: At the first shift point associated with the throttle shift function, the transmission device (118) initiates a switch between the first transmission mode and the second transmission mode; Determine the current engine speed; and When the transmission device (118) shifts gears at the first shift point, it generates an engine speed command for the engine (114) based on the throttle shift function and executes the engine speed command, such that the commanded engine speed is a function of the current engine speed. The processor (244) and memory (246) are further configured to initiate a switching of the transmission (118) such that in the first transmission mode, the transmission (118) drives the output shaft (230) using power from the at least one motor (116a, 116b) alone, while in the second transmission mode, the transmission (118) drives the output shaft (230) using combined power from the at least one motor (116a, 116b) and the engine (114).

9. The controller (104) of claim 8, wherein, The processor (244) and memory (246) are further configured to generate and execute the engine speed command such that the commanded engine speed is equal to the current engine speed.

10. The controller (104) of claim 8, wherein, The processor (244) and memory (246) are also configured to generate and execute another engine speed command when the transmission (118) completes a shift at the first shift point, such that the commanded engine speed is greater than the current engine speed.

11. The controller (104) of claim 8, wherein, The processor (244) and memory (246) are also configured to generate and execute the engine speed command such that the current engine speed does not increase until after the transmission (118) shifts at the first shift point.

12. The controller (104) of claim 8, wherein, The processor (244) and memory (246) are also configured to generate and execute the engine speed command such that the engine (114) is unloaded during a shift of the transmission (118) at the first shift point.

13. The controller (104) of claim 8, wherein, The processor (244) and memory (246) are further configured to perform the following operations after the shift at the first shift point: At a second shift point not associated with the throttle shift function, another transition of the transmission (118) between the second and third transmission modes is initiated; and During the shift at the second shift point of the transmission (118), another engine speed command for the engine (114) is generated and executed, such that the commanded engine speed is greater than the current engine speed.

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