Transmission assembly and transmission

Abstract

The utility model relates to a transmission assembly which comprises a first motor arranged on a first shaft, a second motor arranged on a second shaft, a first wet clutch selectively coupled to the first shaft, a second wet clutch selectively coupled to an output shaft, and a third wet clutch meshed with the output shaft. The brake clutch is fixed on the shell of the assembly, and the planetary gear set comprises a sun gear arranged on the second shaft and a planet carrier meshed with the second wet clutch and selectively coupled with the third wet clutch. And a ring gear selectively coupled with the brake clutch and meshed with the first wet clutch, and a first one-way clutch and a second one-way clutch opposite the first one-way clutch, the first one-way clutch and the second one-way clutch selectively coupled with the first shaft and meshed with the gear train to drive the auxiliary shaft. The utility model further relates to a transmission.

Description

TECHNICAL FIELD

[0001] The present description generally relates to systems and methods for dual motor dual speed transmissions. BACKGROUND

[0002] Off-highway heavy-duty vehicles can require increased (or decreased) drive speed, traction, or power take-off (PTO) functionality, depending on the application. Conventional off-highway heavy-duty vehicles with internal combustion powertrains typically combine PTO functionality with propulsion functionality, where power can be directed to the PTO, split between the drive shaft and the PTO, or directed to the drive shaft only through operation of one or more clutches. In contrast, electric off-highway heavy-duty vehicles typically use separate electric machines to achieve PTO functionality and propulsion functionality.

[0003] The present inventors have recognized potential issues with such systems. An electrified transmission with PTO functionality requires power management to ensure that there is sufficient power to drive the PTO while also meeting the power demands of other parts of the vehicle. This is particularly challenging in heavy-duty applications where the PTO requires a large amount of power. Also, the power demands of driving the PTO and other parts of the vehicle can vary depending on the specific application (e.g., a loader, a dozer, etc.). For example, certain applications can require high power for short periods of time. For another example, certain applications can require relatively high load variability and load duration depending on the work being performed. Configurations that separate the PTO electric machine from the drive electric machine can lack the flexibility to meet the needs of various off-highway and heavy-duty applications. SUMMARY

[0004] In one example, the above problems can be addressed by a transmission assembly including a first electric machine mounted on a first shaft, a second electric machine mounted on a second shaft, a first wet clutch selectively coupled to the first shaft, a second wet clutch selectively coupled to an output shaft, a third wet clutch engaged with the output shaft, a brake clutch fixed to an assembly housing, a planetary gear set including a sun gear on the second shaft, a carrier engaged with the second wet clutch and selectively coupled with the third wet clutch, and a ring gear selectively coupled with the brake clutch and engaged with the first wet clutch. The transmission assembly further includes a first one-way clutch and a second one-way clutch opposite the first one-way clutch, the first and second one-way clutches selectively coupled with the first shaft and engaged with a driveline to drive an auxiliary shaft. In this way, an electric transmission layout consisting of three wet clutches and a brake clutch (for shifting between two electric machines and / or two speeds) and two one-way clutches (for driving a PTO through the first electric machine) can be adapted for a variety of applications.

[0005] It is to be understood that the above overview is intended to provide a simplified summary of concepts described in greater detail in the detailed description. It is not intended to determine key or essential features of the claimed subject matter, the scope of which is defined solely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any or all of the disadvantages described above or in any part of this disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0006] The present disclosure will be better understood with a reading of the following description of non-limiting embodiments, together with reference to the appended drawings in which:

[0007] Figure 1 A dual motor transmission with a power take-off (PTO) is shown;

[0008] Figure 2 A table of operating modes for the dual motor transmission is shown;

[0009] Figure 3 A first power path for the dual motor transmission in first gear single motor mode is shown;

[0010] Figure 4 A second power path for the dual motor transmission in second gear single motor mode is shown;

[0011] Figure 5 A third power path for the dual motor transmission in first gear dual motor mode is shown;

[0012] Figure 6 A fourth power path for the dual motor transmission in second gear dual motor mode is shown;

[0013] Figure 7 A first example of power paths to the PTO and drive wheels in first gear forward mode, dual motor mode is shown;

[0014] Figure 8 A second example of PTO and drive wheels power paths in first gear dual motor reverse mode is shown;

[0015] Figure 9 A long drop configuration for the dual motor transmission with a PTO is shown;

[0016] Figure 10 A flow chart illustrating a first example method of operating mode and gear selection in a dual motor transmission is shown;

[0017] Figure 11 A flow chart illustrating an example method of shifting between first gear and second gear in single motor mode in a dual motor transmission is shown;

[0018] Figure 12A flowchart is shown illustrating an example method for switching between single-motor mode and dual-motor mode in first gear in a dual-motor transmission.

[0019] Figure 13 A flowchart is shown illustrating an example method for switching between single-motor mode and dual-motor mode in the second gear of a dual-motor transmission.

[0020] Figure 14 A flowchart is shown illustrating an example method for switching between the first and second gears in the dual-motor mode of a dual-motor transmission;

[0021] Figure 15 A flowchart is shown illustrating an example method for adjusting the PTO operating mode and gear selection in a dual-motor transmission;

[0022] Figure 16 A flowchart is shown illustrating an example method for switching between the dual-motor mode in the second gear and the single-motor mode in the first gear, or between the single-motor mode in the second gear and the dual-motor mode in the first gear, in a dual-motor transmission.

[0023] Figure 17 A timing diagram illustrating the first indicative operating example of the disclosed dual-motor transmission is shown;

[0024] Figure 18 A timing diagram illustrating a second indicative operating example of the disclosed dual-motor transmission is shown;

[0025] Figure 19 A schematic diagram showing the relationship between torque, speed, and power in an electric transmission;

[0026] Figure 20 The diagram shows a graph illustrating an example of the operation of the disclosed dual-motor transmission; and

[0027] Figure 21 The shift mode table for the dual-motor transmission is displayed. Detailed Implementation

[0028] The following description relates to systems and methods for electric transmissions. An electric transmission includes two motors, provides two speeds via a planetary gear set, and includes multiple wet clutches for shifting between three modes and two speeds. A first motor is designated for one or both of traction drive and power output (PTO), and a second motor is designated for traction drive. These two motors can be used together to generate greater traction at low speeds (e.g., less than 5 km / h) or to achieve high speeds (e.g., 25-50 km / h) with relatively less traction. In some applications, the power output of a fully electrified motor may be reduced compared to a motor in a transmission containing one or more internal combustion engines used to power the drive wheels. In other applications, continuous motor power can be generated by motors of similar size, for example, peak power generated by the first motor for a shorter period and high power generated by the first and second motors for a longer period. Therefore, the system reduces the conflict between the peak power time of the motor and uncontrollable off-highway loads.

[0029] Figure 1 An example of a dual-motor transmission with power output (PTO) is shown. The dual-motor transmission can be controlled in three modes and with two gears. A table showing the three operating modes, two gears, and the clutches used for selecting from the modes and gears is provided. Figure 2 As shown. Depending on the mode and gear selection, the power path goes from one or two of the first motors to the first shaft, from one or two of the second motors to the second shaft, through a planetary gear set, to the drive shaft. In one example, the first mode (also referring to the normal mode and single-motor drive mode) may include controlling the second motor to generate power for traction drive, and controlling the first motor to generate power for PTO operation. Figure 3 The power path through the dual-motor transmission is shown in the first gear of the first mode. Figure 4 The diagram illustrates the power path via the dual-motor transmission in the second gear of the first mode. The second mode may include controlling the first and second motors to generate power for high-traction drive, and controlling the first motor to generate power for PTO operation. Figure 5 The power path through the dual-motor transmission is shown in the first gear of the second mode. Figure 6 The power path via the dual-motor transmission is shown in the second mode, second gear. Figure 7 This shows an example of the power path between the PTO and the drive axle in the first gear of dual-motor mode to drive the dual-motor transmission in the forward direction. Figure 8 This illustrates an example of the power path between the PTO and the drive axle in first gear of dual-motor mode, driving the dual-motor transmission in the reverse direction. A third mode may involve operating the transmission clutch to actuate the parking brake. (As shown...) Figure 1The dual-motor transmission can be configured for short downshifts, or as described above. Figure 9 As shown, it is configured for long downshifts.

[0030] It can control the dual-motor transmission to shift gears between various modes. See the shift mode table below. Figure 21 . Figure 10 An example of a control method for selecting the operating mode and gear of a dual-motor transmission is shown. Figure 11 This shows an example of how a dual-motor transmission shifts between first and second gear in single-motor drive mode. Figure 12 This demonstrates an example operation of a dual-motor transmission shifting between single-motor drive and dual-motor drive in first gear. Figure 13 This demonstrates an example operation of a dual-motor transmission shifting between single-motor and dual-motor drive in the second gear position. Figure 14 This demonstrates an example operation of a dual-motor transmission shifting between first and second gear in dual-motor drive mode. Figure 15 An example method for operating a dual-motor transmission to adjust PTO operation is shown. Figure 16 This is a timeline illustrating the first prospective operational example of the disclosed dual-motor transmission. In this first prospective example, the dual-motor transmission is controlled to shift between a first gear and a second gear in a first operating mode, and to operate the PTO device. Figure 17 This is a timeline illustrating a second contemporaneous operating example of the disclosed dual-motor transmission. In this second contemporaneous example, the dual-motor transmission is controlled to switch between single-motor and dual-motor drives in the first gear and to operate the PTO device. Figures 19-20 This is a graph illustrating the advantages of a dual-motor transmission.

[0031] The dual-motor transmission described herein provides a single package for electrified transmissions used in off-highway, PTO, and charging pumps. In dual-motor drive mode, the two gear options described herein can receive power from a first motor (e.g., configured to power the PTO), which may suit the high power requirements of both gears. When the vehicle is stationary, the eVT mode described herein addresses the decoupling of the PTO motor (e.g., driven by a first inverter) from the second motor (e.g., driven by a second inverter). Therefore, the PTO motor (such as the first motor) can provide power for driving traction while allowing the pump to operate normally. Furthermore, the dual-motor transmission includes a bidirectional PTO gear set that provides a unidirectional input to the pump during PTO reversal to allow drive using a drive motor (e.g., the second motor), which provides the required power during both forward and reverse operation.

[0032] Figure 1An example configuration of a dual-motor transmission 100 for vehicle 101 is shown. Vehicle 101 may be a heavy-duty vehicle, such as a bulldozer, loader, garbage truck, excavator, hay baler, etc. In one example, the dual-motor transmission 100 includes a first motor 102 disposed on a first shaft 104 (e.g., a first motor output shaft) and a second motor 106 disposed on a second shaft 108 (e.g., a second motor output shaft). The speed and direction of the first motor 102 are controlled by a first inverter 110, and the speed and direction of the second motor 106 are controlled by a second inverter 112. The first motor 102 and the second motor 106 may include conventional components such as stators, rotors, and rotor shafts to enable the motors to generate mechanical power and electrical energy. The first motor 102 and the second motor 106 may receive electrical energy from a battery 178 via the first inverter 110 and the second inverter 112, respectively, to provide torque to the drive shaft 130. In some examples, the first motor 102 and the second motor 106 can supply power to the battery 178, for example, when the first motor 102 and the second motor 106 are designed for regeneration. The rotational shaft 114 of the first motor 102 (shown as a dashed line) is coaxial with the first shaft 104. The rotational shaft 116 of the second motor 106, shown as a dashed line, is coaxial with the second shaft 108. The rotational shaft 115 of the drive shaft 130 is indicated by a dashed line. In one example, the rotational shafts 114, 116, and 115 are arranged in parallel.

[0033] The dual-motor transmission 100 includes multiple clutches for switching between operating modes and speeds. The multiple clutches include a first wet clutch 122 positioned around and selectively coupled to a first shaft 104, a second wet clutch 124 positioned around and selectively coupled to a drive shaft 130 (e.g., an output shaft), a third wet clutch 126 engaged with the drive shaft 130, and a brake clutch 128 fixed to a housing 190.

[0034] The first motor 102 and the second motor 106 are selectively coupled to the drive axle 130 via a transmission gear train 132 consisting of a planetary gear set 134, multiple drive gears, and multiple driven gears. The planetary gear set 134 includes a sun gear 136 located on the second shaft 108, a planet carrier 138 that meshes with a second wet clutch 124 and is selectively connected to a third wet clutch 126, and a ring gear 140 that is selectively connected to a brake clutch 128 and meshes with the first wet clutch 122. The first wet clutch 122 can be operated to selectively engage the first shaft 104 with the planetary gear set 134 via a first drive gear 154. The second wet clutch 124 can selectively engage the drive shaft 130 with the planetary gear set 134 via a second drive gear 160. The third wet clutch 126 can be operated to selectively engage the second shaft 108 with the drive shaft 130 via a gear channel 157 consisting of the third drive gear 156 and the first driven gear 158. The brake clutch 128 is operable to selectively engage the second shaft 108 with the drive shaft 130 via the planetary gear set 134 and the second wet clutch 124 or the third wet clutch 126. The drive axle 130 can be connected to the drive wheels (not shown) via the first output flange 164.

[0035] Two opposing one-way clutches selectively connect the auxiliary shaft to the first shaft 104. In the dual-motor transmission 100 described herein, the auxiliary shaft is the PTO shaft connected to the PTO 152. The rotation axis 145 of the PTO shaft 144 is indicated by dashed lines. The first one-way clutch 142 selectively couples the first shaft 104 to the PTO shaft 144 via a first gear train 146. The second one-way clutch 148 couples to the PTO shaft 144 via a second gear train 150. The first one-way clutch 142 and the second one-way clutch 148 are coaxial with the first shaft 104. By operating one of the first one-way clutches 142 and the second one-way clutch 148, the first motor 102 is selectively mechanically coupled to the PTO 152 via the PTO shaft 144. The PTO 152 can be driven by clockwise or counterclockwise rotation of the first motor 102. In one example, when driven counterclockwise, the power path from the first motor 102 is from the first shaft 104 through the first one-way clutch 142 and the first gear train 146 to the PTO 152. When driven clockwise, the power path from the first motor 102 is from the first shaft 104 through the second one-way clutch 148 and the second gear train 150 to the PTO 152. The first gear train 146 includes a first PTO drive gear 168 and a first PTO driven gear 170. The second gear train 150 includes a second PTO drive gear 172 that meshes with the second PTO driven gear 174 via a freewheeling gear shaft 176.

[0036] The dual-motor gearbox 100 can be connected electronically (e.g., wirelessly or wired) to the controller 180. The controller 180 may include a processor 182 operably connected to a memory 184. The memory 184 may be a non-transitory computer-readable medium and may be configured to store executable instructions (e.g., computer-executable code) for processing by the processor 182 to perform one or more control methods, such as... Figure 10 Method 1000 as described in the text, and related Figures 11-16 Other methods described above. The memory 184 can also be configured to store data received by the processor 182.

[0037] The controller 180 receives signals from multiple sensors 186 and utilizes multiple actuators 188 to adjust system operation based on the received signals and instructions stored in the controller memory 184. The sensors 186 may include motor speed sensors, shaft / gear speed sensors, current sensors, temperature sensors, humidity sensors, etc., for monitoring the dual-motor transmission 100. As another example, input devices 199 (e.g., accelerator pedal, brake pedal, gear selector, joystick, combinations thereof, etc.) may further provide input signals indicating the operator's vehicle control intentions.

[0038] Received from Figure 1Upon receiving a signal from sensor 186, controller 180 processes the received signal and, based on the received signal and instructions stored in controller 180's memory 184, adjusts components using actuators 188 of the vehicle components. For example, controller 180 may receive a signal from input device 199 indicating that the operator requests adjustment of vehicle acceleration. In response, controller 180 may command second motor 106 to operate, increasing the power delivered by second motor 106 to drive axle 130. Under certain operating conditions, controller 180 may be designed to send instructions to multiple clutches and responsively engage or disengage selected gears using clutch actuators. For example, the control system may store instructions in controller 180's memory that, when executed, cause the controller to select an operating mode, such as a gear position, and, depending on the selected operating mode, the controller may adjust one or more of the first wet clutch 122, second wet clutch 124, third wet clutch 126, or brake clutch 128. The clutch actuator may include a first wet clutch actuator 122a for controlling the position of a first wet clutch 122, a second wet clutch actuator 124a for controlling the position of a second wet clutch 124, a third wet clutch actuator 126a for controlling the position of a third wet clutch 126, and a brake clutch actuator 128a for controlling the position of a brake clutch 128. The clutch actuator may further include a first one-way clutch actuator 142a for controlling the position of a first one-way clutch 142 and a second one-way clutch actuator 148a for controlling the position of a second one-way clutch 148. The controller 180 can detect the clutch position via signals sent by the following devices: a first wet clutch position sensor 122b for detecting the position of the first wet clutch 122; a second wet clutch position sensor 124b for detecting the position of the second wet clutch 124; a third wet clutch position sensor 126b for detecting the position of the third wet clutch 126; a brake clutch position sensor 128b for detecting the position of the brake clutch 128; a first one-way clutch position sensor 142b for detecting the position of the first one-way clutch 142; and a second one-way clutch position sensor 148b for detecting the position of the second one-way clutch 148. For example, other controllable components in the vehicle 101 can function similarly in terms of sensor signals, control commands, and actuator adjustments. As another example, the controller 180 can automatically adjust one or more clutch actuators based on signals from one or more traction sensors used to monitor wheel traction.

[0039] Figure 2 Table 200 shown illustrates the operating modes of the disclosed transmission, for example, refer to Figure 1The dual-motor transmission 100 is described. In one example, the clutches may be the same as or similar to the first wet clutch 122, the second wet clutch 124, the third wet clutch 126, and the brake clutch 128. The motors may be the first motor 102 and the second motor 106.

[0040] Table 200 describes example modes that can be achieved by engaging one or more clutches. In one example, these modes may use one or two motors to drive the first gear or the second gear. The first gear may drive the output shaft (e.g., drive axle 130) in the forward direction (F1) or the reverse direction (R1), and the second gear may drive the output shaft in the forward direction (F2) or the reverse direction (R2). The second gear ratio may be higher than the first gear ratio. In one example, the modes include a first mode using a single motor to drive the drive axle and a second mode using two motors to drive the drive axle. These modes may further include a third mode for engaging the parking brake. In some embodiments, the third mode may not use any motor. A filled box indicates that the clutch is engaged with its respective shaft (e.g., first shaft 104, drive shaft 130) or housing (e.g., housing 190). An unfilled box indicates that the clutch is disengaged from its respective shaft or housing.

[0041] The first operating mode represents a single-motor drive (e.g., normal) configuration, where the second motor 106 generates traction for driving. In one example, the first operating mode in the first gear position can be achieved by driving the brake clutch 128 and the second wet clutch 124 to engage the second shaft 108 with the drive axle 130 via the planetary gear set 134 and the second drive gear 160. The first mode in the second gear position can be achieved by driving the third wet clutch 126 and the brake clutch 128 to engage the second shaft 108 with the drive shaft 130 via the planetary gear set 134 and the gear train 157. The second operating mode is a dual-motor eVT mode, which can operate in either the first or second gear. In one example, the second operating mode in the first gear position can be achieved by engaging the first wet clutch 122 and the second wet clutch 124 to engage the first shaft 104 and the second shaft 108 with the drive axle 130 via the planetary gear set 134 and the second drive gear 160. The second mode of the second gear can be achieved by actuating the first wet clutch 122 and the third wet clutch 126 to engage the first shaft 104 and the second shaft 108 with the drive axle 130 via the planetary gear set 134 and the gear passage 157. The third operating mode engages the parking brake to prevent rotation of the drive wheels connected to the drive axle 130. In one example, the third operating mode includes actuating the second wet clutch 124 and the third wet clutch 126 to engage the drive axle 130 with the planetary gear set 134 via the second drive gear 160, and to engage the second shaft 108 with the drive axle 130 via the gear passage 157.

[0042] Figure 3 This shows the first operation 300 of the dual-motor transmission 100. The first operation 300 can be... Figure 2 The transmission configuration for the first gear in the first mode described in Table 200 is the same as or similar to that in the first mode. The first operation represents a single-motor drive (e.g., normal) configuration, in which the second motor 106 generates traction for driving in the first gear. In the first operation 300 of the dual-motor transmission 100, a brake clutch 128, fixed to the housing 190, is actuated to couple the ring gear 140 therewith. Furthermore, a second wet clutch 124, engaging with the planetary carrier 138, is actuated to couple the drive shaft 130 therewith. With the brake clutch 128 and the second wet clutch 124 engaged, a power path 302 extends from the second motor 106 through the second shaft 108, and via the planetary gear set 134 and the second drive gear 160 to the drive axle 130. Specifically, the power path 302 extends from the sun gear 136 to the planetary carrier 138, from the planetary carrier 138 to the second drive gear 160 directly coupled thereto, and from the second drive gear 160 to the drive axle 130 via the engagement of the second wet clutch 124.

[0043] Figure 4 This illustrates a second operation 400 of the dual-motor transmission 100. The second operation 400 can be coupled with… Figure 2 The transmission configuration for the second gear in the first mode described in Table 200 is the same as or similar to that in the second mode. The second operation 400 represents a single-motor drive configuration, where the second motor 106 generates traction for driving in the second gear. In the second operation 400 of the dual-motor transmission 100, the brake clutch 128 (fixed to the housing 190) is actuated to couple the ring gear 140 thereto. Furthermore, the third wet clutch 126, which engages with the drive shaft 130 through the gear through-hole 157, is actuated to couple the second shaft 108 thereto. After the brake clutch 128 and the third wet clutch 126 are engaged, the power channel 402 originates from the second motor 106, passes through the second shaft 108, through the planetary gear set 134, and reaches the drive shaft 130 through the gear channel 157. Specifically, the power path 402 goes from the sun gear 136 to the planet carrier 138, through the engagement of the third wet clutch 126 from the planet carrier 138 to the first driven gear 158 of the gear channel 157, and through the third drive gear 156 from the first driven gear 158 to the drive axle 130.

[0044] Figure 5 The third operation 500 of the dual-motor transmission 100 is shown. The third operation 500 can be coupled with… Figure 2The transmission configuration for the first gear in the second mode described in Table 200 is the same as or similar to that in the third operation 500, which represents a dual-motor drive configuration where the first motor 102 and the second motor 106 generate traction for driving in the first gear; this is also referred to here as the dual-motor eVT mode.

[0045] In the third operation 500 of the dual-motor transmission 100, the first wet clutch 122 is actuated to couple the first shaft 104 to the ring gear 140 of the planetary gear set 134. Furthermore, the second wet clutch 124, meshing with the planet carrier 138, is engaged to couple the drive shaft 130 thereto. After the first and second wet clutches 122 are engaged, the power path 502 originates from the first motor 102, passes through the first shaft 104, and then through the planetary gear set 134. The power path 502 further originates from the second motor 106, passes through the second shaft 108, and then through the planetary gear set 134. From the planetary gear set 134, the power path 502 reaches the drive axle 130 via the second drive gear 160. Specifically, power path 502 starts from the first motor 102, passes through the first shaft 104, engages with the first shaft 104 via the first wet clutch 122, passes through the ring gear 140, and then through the first drive gear 154 engaged with both the ring gear 140 and the first wet clutch 122, reaching the planetary carrier 138 from the ring gear 140. Power path 502 further extends from the second motor 106 through the second shaft 108 to the sun gear 136, and from the sun gear 136 to the planetary carrier 138. Power path 502 further extends from the planetary carrier 138 to the second drive gear 160 directly coupled thereto, and through the engagement of the second wet clutch 124, from the second drive gear 160 to the drive axle 130.

[0046] Figure 6 The fourth operation 600 of the dual-motor transmission 100 is shown. The fourth operation 600 can be combined with... Figure 2The transmission configuration for the second gear in the second mode described in Table 200 is the same as or similar to that in the second mode. The fourth operation 600 represents a dual-motor drive configuration, where the first motor 102 and the second motor 106 generate traction for driving in the second gear; this is also referred to herein as the dual-motor eVT mode. In the fourth operation 600, the first wet clutch 122 is engaged, coupling the first shaft 104 to the ring gear 140 of the planetary gear set 134. Furthermore, the third wet clutch 126, engaged with the drive shaft 130 via gear channel 157, is actuated to couple the second shaft 108 therewith. With the engagement of the first wet clutch 122 and the third wet clutch 126, a power path 602 extends from the first motor 102 through the first shaft 104 and through the planetary gear set 134. The power path 602 further extends from the second motor 106, through the second shaft 108, and through the planetary gear set 134. The power path 602 then extends from the planetary gear set 134 through gear channel 157 to the drive shaft 130. Specifically, power path 602 starts from the first motor 102, passes through the first shaft 104, engages with the first shaft 104 via the first wet clutch 122, passes through the ring gear 140, passes through the first drive gear 154 which engages with the ring gear 140 and the first wet clutch 122, and then reaches the planetary carrier 138 from the ring gear 140. Power path 502 further extends from the second motor 106 through the second shaft 108 to the sun gear 136, and from the sun gear 136 to the planetary carrier 138. Through the engagement of the third wet clutch 126, power path 502 further extends from the planetary carrier 138 to the first driven gear 158 of the gear train 157, and from the first driven gear 158 to the drive shaft 130 via the third drive gear 156.

[0047] Figure 7 and Figure 8 Examples 700 and 800 are shown respectively, illustrating the power path of the PTO 152 and drive axle 130 of the dual-motor transmission 100. Both examples 700 and 800 depict the dual-motor drive mode in the first gear (e.g., the second mode), as shown in the reference. Figure 2 and Figure 5 The aforementioned dual-motor eVT mode.

[0048] The first example 700 illustrates a power path configuration that allows the drive wheels coupled to the drive axle to rotate and drive the vehicle in the forward direction. For example, a forward mode with a first gear dual-motor mode can be requested by user input and / or depending on the transmission's operating conditions. To drive the drive axle 130 in the forward direction, a first inverter 110 can control the first motor 102 to rotate counter-clockwise (CCW), and a second inverter 112 can control the second motor 106 to rotate clockwise (CW). After the first wet clutch 122 and the second wet clutch 124 are engaged, the power path 702 reaches the drive axle 130 from the first motor 102 via the engagement of the first shaft 104 with the planetary gear set 134 and the planetary gear set 134 with the drive axle 130. The power path 702 further reaches the drive axle 130 from the second motor 106 via the engagement of the second shaft 108 with the planetary gear set 134 and the planetary gear set 134 with the drive axle 130. In order to operate PTO 152 at a first power level when the first motor 102 rotates counterclockwise, the first one-way clutch 142 is actuated. Power path 704 drives PTO 152 from the first motor 102 through the first one-way clutch 142 and the first gear train 146 to drive PTO shaft 144 and PTO 152 connected thereto to rotate clockwise.

[0049] The second example 800 shows a power path configuration that allows the drive wheels coupled to the drive axle to reverse (e.g., with...). Figure 7 The vehicle is rotated and driven (in the opposite direction of forward movement). For example, the reverse mode of the first dual-motor mode can be requested by the user and / or based on the operating conditions of the transmission. To drive the drive axle 130 in a reverse manner, the first inverter 110 can control the first motor 102 to rotate clockwise, and the second inverter 112 can control the second motor 106 to rotate counterclockwise. After the first wet clutch 122 and the second wet clutch 124 are engaged, the power path 802 reaches the drive axle 130 from the first motor 102 through the engagement of the first shaft 104 with the planetary gear set 134 and the planetary gear set 134 with the drive axle 130. Through the engagement of the second shaft 108 with the planetary gear set 134 and the planetary gear set 134 with the drive axle 130, the power path 802 further reaches the drive axle 130 from the second motor 106. To operate the PTO 152 at a second power level while the first motor 102 is rotating clockwise, the second one-way clutch 148 is actuated. The power path 804 drives the PTO shaft 144 and the PTO 152 to rotate clockwise via the second one-way clutch 148 and the second gear train 150 from the first motor 102 to the PTO 152.

[0050] Thus, by operating one of the first one-way clutches 142 and 148 according to the rotation direction of the first motor 102, clockwise or counterclockwise rotation of the first motor 102 can drive the PTO 152 clockwise. Furthermore, in the dual-motor drive modes shown in the first example 700 and the second example 800, when high traction is required, a portion of the power from the first inverter 110 can be combined with power from the second inverter 112, which can reduce the load on the second inverter 112 under high traction stall conditions. Moreover, the dual-motor transmission configuration described herein can simultaneously achieve high traction and high PTO power, which allows the first motor 102 and the second motor 106 to briefly overload the first inverter 110.

[0051] Figure 9 A second example configuration 900 of a dual-motor transmission is shown. The second example configuration 900 could be... Figure 1 Example configuration of the dual-motor transmission 100 of vehicle 101. Figure 1 The dual-motor transmission 100 shown herein exhibits a short-circuit layout. The second example configuration 900 includes elements of the dual-motor transmission 100, which will not be described further for simplicity. The second example configuration 900 is a long-drop layout in which a second wet clutch 124 selectively couples to a third axle 902. A third wet clutch 126 engages with the third axle 902 via a gear channel 157 comprising a third drive gear 156 and a first driven gear 158. The third axle 902 engages with a drive axle 904 via a second gear channel 906 consisting of a fourth drive gear 908 and a second driven gear 910. The drive shaft 904 is connected to the drive wheels (not shown) via a first output flange 912 and a second output flange 914. The long-drop layout described herein provides additional control over the power output to the drive wheels. For example, compared to a short-pitch layout where the drive wheels are coaxial with the second wet clutch 124, an additional gear (e.g., a fourth drive gear 908 and a second driven gear 910) connecting the third axle 902 to the drive axle 904 can increase or decrease the gear ratio between them. Furthermore, in some embodiments, the additional gear and / or clutch may be located on and / or selectively coupled to the drive axle 904 to further control the output of the dual-motor transmission.

[0052] A dual-motor transmission can be a flexible platform that integrates a transmission into one unit; it can employ... Figure 1 The aforementioned short drop can also be achieved by... Figure 9The aforementioned long drop. Flexible shift modes can simplify control complexity. Furthermore, not all clutches described herein are suitable for different vehicle applications. For example, the number of clutches or modes may depend on the application and tuning of the transmission. Reducing the number of clutches to the minimum required to achieve the gears and modes described herein improves transmission efficiency. In some embodiments, the transmission may use an external rotor type motor, such as the SUMOMD / HD torque type, which operates at low speeds and therefore has less drag torque, further improving transmission efficiency. Overall, the dual-motor transmission described herein provides four shift modes (e.g., normal power shift within the same power range, shift in eVT mode, and same power shift between normal and eVT modes) and two optional drop configurations (e.g., short drop and long drop) within an integrated transmission.

[0053] The dual-motor transmission 100 can provide multiple shift modes. In one example, a first shift mode may include normal power shifting between a first gear and a second gear within a first mode (e.g., single-motor drive). The transmission can increase the traction of the single-motor drive by shifting from the second gear to the first gear, and can increase the speed of the single-motor drive by shifting from the first gear to the second gear. A second shift mode may include power shifting to increase and / or decrease the power of high-traction gears (e.g., first gear). For example, the transmission can increase and / or decrease power by shifting between single-motor drive and dual-motor drive. A third shift mode may include power shifting in a high-speed gear (e.g., second gear) to increase and / or decrease power. For example, a third shift mode may include shifting between single-motor drive in second gear and dual-motor drive in second gear. A fourth shift mode may include high-power shifting within a second mode (e.g., dual-motor drive mode). For example, the transmission can provide higher traction in dual-motor drive mode by shifting from second gear to first gear, and can provide higher speed in dual-motor drive mode by shifting from first gear to second gear. The fifth shift mode can be a variable power speed plus traction shift mode, in which the transmission can adjust power and speed by shifting between the dual-motor drive mode in the first gear and the single-motor drive mode in the second gear, or between the single-motor drive mode in the first gear and the dual-motor drive mode in the second gear.

[0054] Figure 21Table 2100 provides an overview of the shift modes. Drive modes are listed as column head and row head, with the clutches actuated during shifts provided at the intersection of column head and row head. Table 2100 lists the corresponding numbers for each shift mode. For example, shifting between the first gear single-motor drive mode and the second gear single-motor drive mode involves the actuation of the second wet clutch, the third wet clutch, and the brake clutch, wherein the second wet clutch and the brake clutch engage in the first gear single-motor drive mode, and the third wet clutch and the brake clutch engage in the second gear single-motor drive mode, as shown below. Figure 11 As further described. The blacked-out blocks include shift modes represented elsewhere in Table 2100.

[0055] The disclosed transmission offers flexible shift modes (such as a first shift mode, a second shift mode, etc.) to simplify control strategies. For example, in the first shift mode, the control strategy may include shifting between first and second gear in a single-motor drive, and vice versa, without power shifting. In some examples, the disclosed transmission may be configured to include two wet clutches, a first wet clutch, and a brake clutch to suit the widest range of heavy-duty applications. In other examples, the disclosed transmission may include fewer clutches and be tailored for specific vehicle applications. In some examples, reducing the number of clutches can improve efficiency in certain applications. Figures 10-16 An example of the control strategy for the aforementioned transmission is further described.

[0056] Figure 10 , Figure 11 , Figure 12 , Figure 13 , Figure 14 , Figure 15 and Figure 16 These are flowcharts illustrating methods 1000, 1100, 1200, 1300, 1400, 1500, and 1600, respectively, for a dual-motor transmission with a PTO. As an example, method 1000 and the other methods described herein correspond to... Figures 1-9 The method of operating the dual-motor transmission 100 is shown. Method 1000 illustrates the operation mode (as shown in the reference)... Figure 2 Example strategies for switching between the aforementioned operating modes. Methods 1100-1400 and 1600 describe the switching strategies between shift modes (as described in the reference). Figure 2 Example strategies for shifting between different gears or power levels within the described shift mode. Method 1500 describes example strategies for adjusting PTO operation. In some examples, methods 1000-1600 can be performed in the disclosed transmission examples, which include references Figure 1The components described herein, such as the first wet clutch 122, the second wet clutch 124, the third wet clutch 126, the brake clutch 128, the first one-way clutch 142, and the second one-way clutch 148, are used for the widest range of applications. In other examples, methods 1000-1600 may be performed by an example of the disclosed transmission, for example, having a subset of the aforementioned clutches and configured for a narrower application. Instructions for performing method 1000 and the other methods described herein may be provided by a controller based on instructions stored in the controller memory and in conjunction with data from sensors in the vehicle system (as referenced above). Figure 1 The sensor 186 receives signals to perform the operation. According to the method described below, the controller can use the actuators of the vehicle system to adjust the operation of the transmission. Examples of actuators may include those referenced above. Figure 1 The actuators 188, 122a (first wet clutch actuator), 124a (second wet clutch actuator), 126a (third wet clutch actuator), 128a (brake clutch actuator), 142a (first one-way clutch actuator), and 148a (second one-way clutch actuator) are described.

[0057] Please see Figure 10 Method 1000 in the figure illustrates the operating modes and general gear selection strategy of the disclosed dual-motor transmission. At 1002, method 1000 determines the operating conditions. Operating conditions may include input device positions (e.g., shift lever position, accelerator pedal position, etc.), clutch configuration, vehicle speed, vehicle load, transmission load, motor speed, ambient temperature, etc. Operating conditions can be determined through sensor inputs, modeling, lookup tables, and / or other suitable techniques. In one example, the clutch configuration can be determined through inputs from one or more clutch sensors, as described above regarding... Figure 1 The first wet clutch position sensor 122b, the second wet clutch position sensor 124b, the third wet clutch position sensor 126b, the brake clutch position sensor 128b, the first one-way clutch position sensor 142b, and the second one-way clutch position sensor 148b are described.

[0058] At point 1004, method 1000 determines whether the operating mode needs to be adjusted. This determination can be performed automatically based on factors such as motor speed, accelerator pedal position, brake pedal position, vehicle speed, and vehicle load. Alternatively, it can be based on the operator and the gear selector (as described above regarding...). Figure 1 This judgment is performed through interaction with the input device 199.

[0059] If no adjustment to the operating mode is required, method 1000 will proceed to 1022. If adjustment is required, method 1000 will proceed to 1006. At 1006, method 1000 selects the operating mode based on the vehicle's operating conditions. For example, it can select... Figure 2 One of the three modes described in Table 200. For example, in situations requiring greater traction, the transmission can switch to the first gear mode, such as the dual-motor first gear mode or the normal first gear mode. When increased vehicle speed is required, the transmission can switch to the second gear mode, such as the dual-motor second gear mode or the normal second gear mode. When vehicle movement is not required, the transmission can switch to the parking brake mode.

[0060] At 1008, Method 1000 mentions a clutch configuration for normal first gear: activating the brake clutch and the second wet clutch to engage the second motor with the drive axle via a planetary gear set. At 1010, Method 1000 mentions a clutch configuration for normal second gear: activating the brake clutch and the third wet clutch to engage the second motor with the drive axle via a planetary gear set. At 1012, Method 1000 mentions a clutch configuration for dual-motor first gear: activating the first wet clutch and the second wet clutch to engage the first and second motors with the drive axle via a planetary gear set. At 1014, Method 1000 mentions a clutch configuration for dual-motor second gear: activating the first wet clutch and the third wet clutch to engage the first and second motors with the drive shaft via a planetary gear set. At 1016, Method 1000 mentions a clutch configuration for the parking brake: activating the second wet clutch and the third wet clutch to engage the second motor with the drive axle via a planetary carrier. In one example, in each operating mode, only the active wet clutch is closed, while the other wet clutches of the transmission are open.

[0061] At 1017, method 1000 includes adjusting the speed of the first and / or second motors according to the selected mode. For example, transitioning from a normal mode to a dual-motor drive mode, such as dual-motor first gear, may include increasing or decreasing the speed of the first motor to be within the threshold speed range of the second motor, so as to match the speeds of the first and second shafts when the first and second shafts are connected to power the drive shaft. For example, the speed of the second motor may be 900 RPM, while the speed of the first motor may be increased to 900 ± 50 RPM.

[0062] At 1018, method 1000 includes adjusting a first wet clutch 122, a second wet clutch 124, a third wet clutch 126, and / or a brake clutch 128 according to a selected mode. As an example, method 1000 may include switching between two operating modes. For example, the adjustment may include switching from a normal mode in first gear to a dual-motor mode in first gear. Switching from the normal mode in first gear to the dual-motor mode in first gear may include adjusting the brake clutch to disengage it from the housing and adjusting the first wet clutch to engage the first motor with the drive shaft. After mode selection (e.g., automatic or operator selection), an electronic signal may be sent to the brake clutch actuator 128a to disengage the brake clutch 128 from the drive shaft 130 and the second shaft 108 via the housing 190. Simultaneously, an electronic signal may be sent to the first wet clutch actuator 122a to couple the first wet clutch 122 to the first shaft 104 and the drive shaft 130 via the planetary gear set 134. Methods for switching between operating modes within various exemplary shift modes will be referred to Figures 11-16 To provide a more detailed description.

[0063] At 1020, method 1000 includes adjusting the first and second motors to a desired speed or torque and direction of rotation according to the selected mode. For example, transitioning from a normal mode of the first gear to a dual-motor first gear mode may include adjusting the first and second motors to a desired torque output. In one example, control signals may be sent to the first inverter 110 and the second inverter 112 to boost the first motor 102 and the second motor 106 to an output torque of 3000 Nm, respectively.

[0064] At 1022, method 1000 determines whether power needs to be output to the auxiliary equipment. This determination can be performed automatically based on signals from one or more sensors (such as those used to monitor wheel traction, vehicle load, etc.). Alternatively, this determination can be performed based on interaction between the operator and the control system interface. If no power output to the auxiliary equipment is required, the method proceeds to 1034.

[0065] At 1034, method 1000 includes maintaining the current transmission operating mode. For example, the transmission can remain in the currently operating gear, thus keeping the clutch in the current position. If output to auxiliary equipment is required, the method proceeds to 1024.

[0066] After determining that power needs to be output to the auxiliary components, method 1000 determines at 1024 whether the first motor is rotating counterclockwise. If the first motor is rotating counterclockwise, method 1000 includes disengaging the first one-way clutch at 1026. For example, an electronic signal can be sent to the first one-way clutch actuator 142a to engage the first shaft 104 with the PTO shaft 144 via the first gear train 146 (e.g.,Figure 7 If the first motor is not rotating counterclockwise, method 1000 includes disengaging the second one-way clutch at 1028. For example, if the first motor is rotating clockwise or not rotating, an electronic signal can be sent to the second one-way clutch actuator 148a to engage the first shaft 104 with the PTO shaft 144 via the second gear train 150 (e.g., Figure 8 ).

[0067] At 1030, the method includes powering the auxiliary equipment with a first motor at a desired speed or torque. In one example, a control signal may be sent to the first inverter 110 to cause the first motor 102 to ramp up at a speed of 2000 RPM. The first motor may power the PTO unit 152, for example, by rotating the PTO unit clockwise by rotating the first motor 102 clockwise or counterclockwise.

[0068] Go to Figure 11 This illustrates a method 1100 for switching between a first gear and a second gear in a single-motor drive. For example, when the dual-motor transmission 100 is controlled in a first mode (e.g., single-motor drive), method 1100 can be executed, wherein the second motor 106 drives the drive axle 130, the first motor 102 is disconnected from the drive axle 130, and PTO 152 can be selectively operated. As described herein, method 1100 can be visually represented as... Figure 3 Operation 300 and Figure 4 Operations between 400 and / or Figure 7 and Figure 8 The example shown illustrates the transition between power paths. Method 1100 also includes details on the transition between single-motor drive mode and parking brake mode.

[0069] At 1102, method 1100 includes determining that the transmission is operating in a normal shifting mode. For example, the vehicle operator can select the shifting mode via an interface, such as by indication via input device position (e.g., shift lever position, accelerator pedal position, etc.). Another example is that the shifting mode can be determined based on operating conditions, including input device position, clutch configuration, vehicle speed, vehicle load, transmission load, motor speed, ambient temperature, etc. The shifting mode can be determined via sensor input, modeling, lookup tables, and / or other appropriate techniques that indicate operating conditions and / or the vehicle operator's selection.

[0070] At 1104, method 1100 includes determining whether a traction or speed demand greater than a second threshold is indicated. For example, the first threshold traction demand and the larger second threshold traction demand may be non-zero positive thresholds set for the vehicle. For example, the thresholds may be calibrated based on sensor inputs, such as estimates of load, power output, or wheel slippage by the sensors, to switch the transmission between single-motor and dual-motor drive settings. In one example, the first threshold traction demand may be 2000 kg, and the second threshold traction demand may be an estimated load of 5000 kg. Similarly, the first threshold speed demand and the larger second threshold speed demand may be non-zero positive thresholds set for the vehicle. For example, the thresholds may be calibrated based on inputs from a pedal position sensor, etc., to switch the transmission between single-motor and dual-motor drive settings. For example, the first speed demand threshold may represent a driver demand indicating a vehicle speed greater than 10 km / h, and the second speed demand threshold may be 25 km / h.

[0071] In response to an indication of traction or speed demand exceeding a second threshold, method 1100 may adjust the operating mode at 1138. For example, the transmission may transition to a dual-motor drive mode, which directs more power to a greater load or speed demand compared to a single-motor drive mode. In one example, method 1100 may refer to method 1000, where an operating mode can be selected and the transmission transitions to the selected operating mode.

[0072] In response to an indication that the traction or speed demand is no greater than a second threshold, method 1100 includes determining at 1106 whether the traction demand is greater than a first threshold traction demand. In response to an indication that the traction demand is greater than the first threshold traction demand, method 1100 includes determining at 1108 whether the second motor speed is equal to or less than a shift threshold. For example, the shift threshold may be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement with minimal wear. In one example, the shift threshold may be an upper limit on the motor revolutions per minute (RPM) exceeding which could lead to sudden engagement, excessive wear, and / or stress on the transmission. For example, the shift threshold may be 2000 RPM. In some examples, based on the specific configuration of the transmission, the method may directly adjust the second and third wet clutches at 1112 starting from 1106 without determining whether the second motor speed is equal to or less than the shift threshold.

[0073] In response to an indication that the second motor speed is greater than a shift threshold, method 1100 includes adjusting the current of the second motor at 1110 to reach the shift threshold. For example, the controller may send a control signal to the second inverter specifying a desired motor speed (e.g., 2000 RPM). In response, the second inverter may adjust the current supplied to the second motor to achieve the target shift threshold. Method 1100 may return to 1108 to determine whether the second motor speed is less than or equal to the shift threshold.

[0074] In response to an indication that the speed of the second motor is less than or equal to a shift threshold, method 1100 includes releasing the third wet clutch at 1112 while engaging the second wet clutch. For example, the controller may send a first control signal to the second wet clutch actuator 124a to close the second wet clutch 124 and a second control signal to the third wet clutch actuator 126a to open the third wet clutch 126. This causes the transmission in a first mode (e.g., a single-motor drive mode) to shift from the second gear to the first gear, which can increase traction in response to traction demand exceeding the first threshold at 1106.

[0075] At 1114, method 1100 includes adjusting the current of the second motor to the desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on input signals such as pedal position, wheel slippage signals, or increased load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on forward or backward indication.

[0076] Returning to 1106, in response to an indication that the traction demand is not greater than a first threshold traction demand, method 1100 includes determining at 1116 whether a speed demand greater than the first threshold speed demand is indicated. In response to an indication that the vehicle speed demand is greater than the first threshold speed demand, method 1100 includes determining at 1118 whether the second motor speed is equal to or less than a shift threshold. As described above, in one example, the shift threshold may be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement with minimal wear; for example, the shift threshold may be 2000 RPM. In other examples, for example, depending on the specific configuration of the transmission, the method may directly adjust the second and third wet clutches at 1122.

[0077] In response to an indication that the second motor speed is greater than a shift threshold, method 1100 includes adjusting the current of the second motor at 1120 to achieve the target shift threshold. As described above, for example, the controller may transmit a control signal to the second inverter specifying a desired motor speed (e.g., 2000 RPM), and the second inverter may adjust the current of the second motor to achieve the shift threshold. Method 1100 may return to 1118 to determine whether the second motor speed is less than or equal to the shift threshold.

[0078] In response to an indication that the speed of the second motor is less than or equal to a shift threshold, method 1100 includes engaging a third wet clutch at 1122 while simultaneously disengaging the second wet clutch. For example, the controller may send a first control signal to the second wet clutch actuator 124a to open the second wet clutch 124 and a second control signal to the third wet clutch actuator 126a to close the third wet clutch 126. This causes the transmission in a first mode (e.g., a single-motor drive mode) to shift from the first gear to the second gear, which can increase the speed in response to a speed demand greater than the first threshold at 1116.

[0079] At 1124, the method includes adjusting the current of the second motor to the desired motor speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on input signals such as pedal position, wheel slippage signals, or increased load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on forward or backward indication.

[0080] Returning to 1116, in response to an indication that the speed demand is not greater than a first threshold, method 1100 includes determining at 1132 whether braking is requested. In response to a braking request, method 1100 includes reducing the speed of the second motor at 1134. For example, the speed of the second motor may be reduced to meet the aforementioned shift threshold. In one example, the method may include determining whether the speed of the second motor is less than or equal to the aforementioned shift threshold. In other examples, the method may directly engage the second wet clutch and the third wet clutch at 1136 to engage the parking brake mode.

[0081] At 1136, the method includes actuating the second wet clutch and the third wet clutch to disconnect the second motor from the drive axle. For example, the controller can transmit a first control signal to the second wet clutch actuator 124a to engage the second wet clutch 124, and a second control signal to the third wet clutch actuator 126a to engage the third wet clutch 126. In this way, the transmission can operate in parking brake mode, while the first motor can be controlled to drive the PTO.

[0082] At 1126, method 1100 includes determining whether to instruct a PTO adjustment operation. For example, the PTO adjustment operation may be instructed based on input from a vehicle operator (e.g., via input device 199) or based on operating conditions (e.g., conditions of the first and / or second motors, including speed, temperature, torque, etc.). If a PTO adjustment is instructed, method 1100 may include a control method for performing the PTO adjustment operation at 1128. See also... Figure 15 An example of a control method for adjusting PTO operations is described.

[0083] For indications of no PTO adjustment operation, method 1100 includes maintaining the current transmission operating mode at 1130. For example, the transmission can remain in the current operating gear, thus keeping the clutch and PTO operation in the current position.

[0084] Go to Figure 12 This illustrates a method 1200 for operating the disclosed transmission in traction power shift mode. For example, operation in traction power shift mode may include switching between a single-motor drive mode and a dual-motor drive mode, both of which are in first or second gear. For instance, when the dual-motor transmission 100 is controlled in a first operating mode, where the second motor 106 drives the drive axle 130 through the engagement of a brake clutch 128 and a second wet clutch 124; and when controlled in a second operating mode, where the first motor 102 and the second motor 106 are coupled to the drive axle 130 through the engagement of a first wet clutch 122 and a second wet clutch 124, method 1200 can be executed. Method 1200 can be figuratively understood as... Figure 3 Operation 300 and Figure 5 The operation can be switched between 500 and 600. In traction power conversion mode, whether the transmission is driven by a single motor or a dual motor, the first motor can selectively provide power to the PTO according to the needs of the vehicle operator.

[0085] At 1202, method 1200 includes determining that the transmission is operating in a traction shift mode. For example, the vehicle operator can select the shift mode via an interface, such as by indication via input device position (e.g., shift lever position, accelerator pedal position, etc.). Another example is that the shift mode can be determined based on operating conditions, including input device position, clutch configuration, vehicle speed, vehicle load, transmission load, motor speed, ambient temperature, etc. The shift mode can be determined using sensor input, modeling, lookup tables, and / or other suitable techniques that indicate operating conditions and / or the vehicle operator's selection.

[0086] At 1204, method 1200 includes determining whether a speed demand greater than a threshold has been indicated. In one example, the speed demand greater than the threshold could be a non-zero positive threshold set for the vehicle, which could be calibrated to transition the transmission out of traction shift mode. In one example, the speed demand greater than the threshold could be determined based on input from a pedal position sensor, such as a driver requesting an indicated vehicle speed of 10 km / h. In some examples, the transmission may disengage from traction shift mode after exceeding one or more additional or alternative thresholds, such as a gradient threshold (e.g., measured by an accelerometer) or a load threshold indicating a lighter load.

[0087] In response to an indication of a speed demand exceeding a threshold, method 1200 may adjust the operating mode at 1238. For example, the transmission may transition to a speed-power shift mode, in which more power is directed to a greater vehicle speed demand, or to a normal shift mode, in which single-motor drive can generate higher motor speeds. In one example, method 1200 may refer to method 1000, where an operating mode can be selected and the transmission transitions to the selected operating mode.

[0088] For indications that the speed demand is not greater than a speed threshold, method 1200 includes determining at 1206 whether the traction demand is greater than a threshold traction demand. In one example, the threshold traction demand may be a non-zero positive threshold set for the vehicle, which may be calibrated to transition the transmission to dual-motor drive. In one example, the traction demand greater than the threshold may be determined based on input from, for example, a sensor from an estimated load. In one example, the threshold traction demand may be an estimated load of 5000 kg. In some examples, the transmission may transition to dual-motor drive after exceeding one or more additional or alternative thresholds (e.g., threshold power output, threshold wheel slippage, and threshold incline or tilt).

[0089] In response to an indication that the traction demand exceeds a threshold traction demand, method 1200 includes determining at 1208 whether the speeds of the first motor and the second motor are equal to or less than a shift threshold. For example, the shift threshold could be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement and minimal wear. In one example, the shift threshold could be an upper limit on the motor's revolutions per minute (RPM), exceeding which could lead to sudden engagement, excessive wear, and / or stress on the transmission. For example, the shift threshold could be 2000 RPM. Alternatively, the shift threshold could also be a threshold speed difference between the first motor and the second motor, calibrated to achieve synchronization of the first and second shaft speeds before clutch engagement.

[0090] In response to an indication that the speeds of the first and second motors are greater than a shift threshold, method 1200 includes adjusting the current of one or both of the first and second motors at 1210 to reach the shift threshold. For example, the controller may send a control signal to the first and second inverters specifying a desired motor speed (e.g., 2000 RPM). In response, the first and second inverters may respectively adjust the current supplied to the first and second motors to reach the shift threshold. Method 1200 may return to 1208 to determine whether the speeds of the first and second motors are less than or equal to the shift threshold.

[0091] In response to an indication that the speeds of the first and second motors are less than or equal to a shift threshold, method 1200 includes releasing the brake clutch at 1210 while engaging the first wet clutch. For example, the controller may transmit a first control signal to the brake clutch actuator 128a to disengage the brake clutch 128 and a second control signal to the first wet clutch actuator 122a to disengage the first wet clutch 122. With the second wet clutch engaged, the transmission can be in first gear. The controller may further send a control signal to the second wet clutch actuator 124a of the second wet clutch 124 to maintain the transmission in first gear during transitions between a single-motor drive mode and a dual-motor drive mode. Thus, the transmission in the first mode (e.g., single-motor drive mode) shifts to the second mode (e.g., dual-motor drive mode) while maintaining the gear (e.g., first gear), which can increase power in response to traction demand exceeding the first threshold at 1206.

[0092] At 1214, method 1200 includes adjusting the current of the first and second motors to a desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on input signals such as pedal position, wheel slippage signals, or increased load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on forward or backward indication.

[0093] Returning to 1206, in response to an indication that the traction demand is not greater than a threshold traction demand, method 1200 includes determining at 1216 whether to indicate a power reduction. In some examples, power reduction can be indicated based on one or more thresholds, such as threshold torque demand, threshold load, motor temperature, etc. In some examples, power reduction can be indicated via operator input signals.

[0094] In response to a power reduction indication, method 1200 includes determining at 1218 whether the rotational speeds of the first and second motors are equal to or less than a shift threshold. As described above, in one example, the shift threshold may be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement with minimal wear; for example, the shift threshold may be 2000 RPM. In other examples, for example, depending on the specific configuration of the transmission, the method may directly adjust the brake clutch and the first wet clutch at 1222.

[0095] In response to an indication that the speeds of the first and second motors are greater than a shift threshold, method 1200 includes adjusting the current of one or both of the first and second motors at 1220 to reach the shift threshold. For example, the controller may send a control signal to the first and second inverters specifying a desired motor speed (e.g., 2000 RPM). In response, the first and second inverters may respectively adjust the current supplied to the first and second motors to reach the shift threshold. Method 1200 may return to 1218 to determine whether the speeds of the first and second motors are less than or equal to the shift threshold.

[0096] In response to an indication that the speeds of the first and second motors are less than or equal to a shift threshold, method 1200 includes releasing the first wet clutch while engaging the brake clutch at 1222. For example, the controller may send a first control signal to the first wet clutch actuator 122a to open the first wet clutch 122 and a second control signal to the brake clutch actuator 128a to close the brake clutch 128. As described above, the transmission can be in first gear with the second wet clutch engaged, or in second gear with the third wet clutch engaged. When switching between a single-motor drive mode and a dual-motor drive mode, the controller may further transmit control signals to the actuators of the respective wet clutches (e.g., the second wet clutch actuator 124a of the second wet clutch 124 or the third wet clutch actuator 126a of the third wet clutch 126) to maintain the transmission in first or second gear. In this way, the transmission in the second mode (e.g., dual-motor drive mode) can switch to the first mode (e.g., single-motor drive mode) while maintaining the gear (e.g., first or second gear), which can reduce power in response to the power reduction request at 1216.

[0097] At 1224, method 1200 includes adjusting the current of the first and second motors to a desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on input signals such as pedal position, wheel slippage signals, or increased load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on forward or backward indication.

[0098] Returning to 1216, in response to an indication of no power reduction, method 1200 includes determining at 1232 whether a braking request has been indicated. In response to an indication of no braking request, method 1200 includes determining whether an adjustment of the PTO operation has been indicated at 1226. In response to a braking request, method 1200 includes reducing the speeds of the first and second motors at 1234 based on the clutch configuration. For example, if the first wet clutch is engaged, the speeds of the first and second motors may be reduced. However, if the braking clutch is engaged, the speed of the second motor may be reduced instead of the first motor speed. In one example, the method may include determining whether the first motor speed and the second motor speed, or only the second motor speed, are less than or equal to the aforementioned shift threshold. In other examples, the method may directly disengage the clutch at 1236.

[0099] At 1236, the method includes engaging the second wet clutch and the third wet clutch. For example, the controller may send a first control signal to the second wet clutch actuator 124a to engage the second wet clutch 124, and send a second control signal to the third wet clutch actuator 126a to engage the third wet clutch 126. In this way, the transmission can operate in parking brake mode, while the first motor can be controlled to drive the PTO.

[0100] At 1226, method 1200 includes determining whether to instruct a PTO adjustment operation. For example, the PTO adjustment operation may be instructed based on input from a vehicle operator (e.g., via input device 199) or based on operating conditions (e.g., conditions of the first and / or second motors, including speed, temperature, torque, etc.). If a PTO adjustment is instructed, method 1200 may include a control method for performing the PTO adjustment operation at 1228. See also... Figure 15 An example of a control method for adjusting PTO operations is described.

[0101] For indications of no PTO adjustment operation, method 1200 includes maintaining the current transmission operating mode at 1230. For example, the transmission can remain in the current operating gear, and the clutch and PTO operation are therefore maintained in the current position.

[0102] Go to Figure 13This document illustrates a method 1300 for operating the disclosed transmission in a speed-power shift mode. For example, operation in the speed-power shift mode may include switching between single-motor drive and dual-motor drive in the second gear. For instance, when the dual-motor transmission 100 is controlled in a first operating mode, the second motor 106 drives the drive axle 130 in the second gear via the engagement of a third wet clutch 126 and a brake clutch 128; or in the second operating mode, the first motor 102 and the second motor 106 are coupled to the drive axle 130 in the second gear via the engagement of a third wet clutch 126 and a first wet clutch 122, thus executing method 1300. As described herein, method 1300 can be figuratively understood as... Figure 4 Operation 400 and Figure 6 The operation can switch between 600 and 600. In speed-power shift mode, the first motor can selectively provide power to the PTO according to the needs of the vehicle operator, whether driving the transmission in a single-motor or dual-motor drive mode.

[0103] At 1302, method 1300 includes determining that the transmission is operating in a speed-power shift mode. (See reference...) Figures 11-12 In some examples, various determinations, such as vehicle operator selection, can be made based on one or more operating conditions, through sensor input, modeling, lookup tables, and / or other suitable techniques that can indicate operating conditions and / or vehicle operator selection.

[0104] At 1304, method 1300 includes determining whether a traction demand greater than a threshold has been indicated. In one example, a traction demand greater than the threshold could be a non-zero positive threshold set for the vehicle, which could be calibrated to transition the transmission out of speed-power shift mode. In one example, a traction demand greater than the threshold could be determined based on input from, for example, a sensor estimating the load. In one example, the threshold traction demand could be an estimated load of 2000 kg. In some examples, the transmission could disengage from traction shift mode when one or more additional or alternative thresholds (such as power output or wheel slippage) are exceeded.

[0105] In response to an indication of traction demand exceeding a threshold, method 1300 may adjust the operating mode at 1338. For example, the transmission may transition to a traction shift mode, in which more power is directed to a greater vehicle traction demand, or to a normal shift mode, in which single-motor drive can switch between higher speed and higher traction demands. In one example, method 1300 may refer to method 1000, where an operating mode can be selected and the transmission transitioned to the selected operating mode.

[0106] In response to an indication that the traction demand is not greater than a traction threshold, method 1300 includes determining at 1306 whether a speed demand greater than the threshold speed demand is indicated. In one example, the speed demand greater than the threshold speed demand could be a non-zero positive threshold set for the vehicle, which could be calibrated to transition the transmission to dual-motor drive. In one example, a vehicle speed demand greater than the threshold could be determined based on input from a pedal position sensor, for example, representing a driver demand at a vehicle speed of 25 km / h.

[0107] In response to an indication that a speed demand exceeds a threshold speed demand, method 1300 includes determining at 1308 whether the speeds of the first and second motors are equal to or less than a shift threshold. For example, the shift threshold could be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement with minimal wear. In one example, the shift threshold could be an upper limit on the motor speeds per minute (RPM) exceeding which could lead to sudden engagement, excessive wear, and / or stress on the transmission. For example, the shift threshold could be 2000 RPM. Alternatively, the shift threshold could also be a threshold speed difference between the first and second motors, calibrated to synchronize the speeds of the first and second shafts before clutch engagement.

[0108] In response to an indication that the speeds of the first and second motors are greater than a shift threshold, method 1300 includes adjusting the current of one or both of the first and second motors at 1310 to achieve the shift threshold. For example, the controller may send a control signal to the first and second inverters specifying a desired motor speed (e.g., 2000 RPM). In response, the first and second inverters may respectively adjust the current supplied to the first and second motors to achieve the shift threshold. Method 1300 may return to 1308 to determine whether the speeds of the first and second motors are less than or equal to the shift threshold.

[0109] In response to an indication that the speeds of the first and second motors are less than or equal to a shift threshold, method 1300 includes releasing the brake clutch at 1312 while engaging the first wet clutch. For example, the controller may transmit a first control signal to the brake clutch actuator 128a to disengage the brake clutch 128 and a second control signal to the first wet clutch actuator 122a to disengage the first wet clutch 122, while maintaining engagement of the third wet clutch 126. Thus, the transmission, in a first mode (e.g., a single-motor drive mode) and in the second gear, shifts to a second mode (e.g., a dual-motor drive mode) in the second gear, which can increase the speed in response to a speed demand greater than the threshold at 1306.

[0110] At 1314, method 1300 includes adjusting the current of the first and second motors to a desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on an input signal, such as pedal position or torque load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on an indication of forward or reverse drive.

[0111] Returning to 1306, in response to an indication that the speed demand is not greater than a threshold speed demand, method 1300 includes determining at 1316 whether to indicate power reduction. In some examples, power reduction may be indicated based on one or more thresholds (e.g., a lower threshold speed demand, motor temperature, etc.). In some examples, power reduction may be indicated via an operator input signal.

[0112] In response to a power reduction indication, method 1300 includes determining at 1318 whether the speeds of the first motor and the second motor are equal to or less than a shift threshold. As described above, in one example, the shift threshold may be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement with minimal wear; for example, the shift threshold may be 2000 RPM. In other examples, for example, depending on the specific configuration of the transmission, the method may directly adjust the brake clutch and the first wet clutch at 1322.

[0113] In response to an indication that the speeds of the first and second motors are greater than a shift threshold, method 1300 includes adjusting the current of one or both of the first and second motors at 1320 to achieve the shift threshold. For example, the controller may send a control signal to the first and second inverters specifying a desired motor speed (e.g., 2000 RPM). In response, the first and second inverters may adjust the current supplied to the first and second motors, respectively, to achieve the shift threshold. Method 1300 may return to 1318 to determine whether the speeds of the first and second motors are less than or equal to the shift threshold.

[0114] In response to an indication that the speeds of the first and second motors are less than or equal to a shift threshold, method 1300 includes releasing the first wet clutch at 1312 while maintaining engagement of the brake clutch. For example, the controller may transmit a first control signal to the first wet clutch actuator 122a to disengage the first wet clutch 122 and a second control signal to the brake clutch actuator 128a to disengage the brake clutch 128 while maintaining engagement of the third wet clutch 126. This causes the transmission and second gear, which are in a second mode (e.g., a dual-motor drive mode), to transition to a first mode (e.g., a single-motor drive mode) in the second gear, which can reduce power in response to a requested power reduction at 1316.

[0115] At 1324, method 1300 includes adjusting the current of the second motor to the desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on an input signal, such as pedal position or torque load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on an indication of forward or reverse drive.

[0116] Returning to 1316, in response to an indication of no power reduction, method 1300 includes determining at 1332 whether a braking request has been indicated. In response to an indication of no braking request, method 1200 includes determining at 1326 whether an adjustment of the PTO operation has been indicated. In response to a braking request, method 1300 includes at 1334 reducing the speeds of the first and second motors according to the clutch configuration. For example, if the first wet clutch and the second clutch are engaged, the speeds of the first and second motors may be reduced. However, if the braking clutch and the third wet clutch are engaged, the speed of the second motor may be reduced instead of the speed of the first motor. In one example, the method may include determining whether the speeds of the first and second motors, or only the second motor speed, are less than or equal to the aforementioned shift threshold. In other examples, the method may directly disengage the clutch according to the clutch configuration at 1336.

[0117] At 1326, method 1300 includes determining whether to instruct a PTO adjustment operation. For example, the PTO adjustment operation may be instructed based on input from a vehicle operator (e.g., via input device 199) or based on operating conditions (e.g., conditions of the first and / or second motors, including speed, temperature, torque, etc.). If a PTO adjustment is instructed, method 1300 may include a control method at 1328 to perform the PTO adjustment operation. See also... Figure 15 An example of a control method for adjusting PTO operation is described. In response to an indication that no PTO adjustment operation is performed, method 1300 includes maintaining the current transmission operating mode at 1330. For example, the transmission may remain in its current operating gear, thus the clutch and PTO operation remain in their current positions.

[0118] Go to Figure 14 The figure illustrates a method 1400 for operating the disclosed transmission in a high-power shift mode. For example, operation in a high-power shift mode may include shifting between a first gear and a second gear in a dual-motor drive. For instance, method 1400 may be executed when the dual-motor transmission 100 is controlled in a second operating mode, wherein the first motor 102 and the second motor 106 are coupled to the drive axle 130 via the engagement of a first wet clutch and a second wet clutch or a third wet clutch. As described herein, method 1400 can be figuratively understood as... Figure 5 Operation 500 and Figure 6The operation can switch between 600 and 600. In high-power shift mode, whether the transmission is driven in first or second gear, the first motor can selectively provide power to the PTO according to the needs of the vehicle operator.

[0119] At 1402, method 1400 includes determining that the transmission is operating in a high-power shift mode. (See reference...) Figures 11-13 In some examples, various determinations, such as vehicle operator selection, can be made based on one or more operating conditions, through sensor input, modeling, lookup tables, and / or other suitable techniques that can indicate operating conditions and / or vehicle operator selection.

[0120] At 1404, method 1400 includes determining whether the performance of the first or second motor is below a performance threshold. In one example, the performance threshold may be a non-zero positive threshold set for the vehicle, which may be calibrated to transition the transmission out of a high-power shift mode. In one example, the performance threshold may be determined based on sensor input, such as a thermal sensor detecting motor overheating or an accelerometer detecting vibration greater than a threshold, or other methods of detecting performance degradation, such as poor acceleration and / or inability to reach the speed or torque setpoint, increased fuse tripping frequency, etc. In one example, the performance threshold may be a motor temperature indicating a temperature rise (e.g., exceeding ambient temperature) exceeding 60°C. In response to an indication that performance is below the threshold, method 1400 may adjust the operating mode at 1438. In one example, method 1400 may refer to method 1000, in which an operating mode is selected and the transmission is transitioned to the selected operating mode.

[0121] For indications of performance exceeding a threshold, method 1400 includes determining at 1406 whether the traction demand exceeds a threshold traction demand. In one example, the threshold traction demand may be a non-zero positive threshold set for the vehicle, which may be calibrated to transition the transmission to the first gear of dual-motor drive. In one example, the traction demand exceeding the threshold may be determined based on input from, for example, a sensor estimating the load. In one example, the threshold traction demand may be an estimated load of 5000 kg. In some examples, the threshold traction demand may be set based on other operating parameters. In some examples, the transmission may transition to dual-motor drive after exceeding one or more additional or alternative thresholds (e.g., threshold power output, threshold wheel slippage, and threshold incline or tilt).

[0122] In response to an indication that the traction demand exceeds a threshold traction demand, method 1400 includes determining at 1408 whether the speeds of the first motor and the second motor are equal to or less than a shift threshold. For example, the shift threshold could be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement and minimal wear. In one example, the shift threshold could be an upper limit on the motor's revolutions per minute (RPM), exceeding which could lead to sudden engagement, excessive wear, and / or stress on the transmission. For example, the shift threshold could be 2000 RPM. Alternatively, the shift threshold could also be a threshold speed difference between the first motor and the second motor, calibrated to synchronize the speeds of the first and second shafts before clutch engagement.

[0123] In response to an indication that the speeds of the first and second motors are greater than a shift threshold, method 1400 includes adjusting the current of one or both of the first and second motors at 1410 to achieve the shift threshold. For example, the controller may send a control signal to the first and second inverters specifying a desired motor speed (e.g., 2000 RPM). In response, the first and second inverters may respectively adjust the current supplied to the first and second motors to achieve the shift threshold. Method 1400 may return to 1408 to determine whether the speeds of the first and second motors are less than or equal to the shift threshold.

[0124] In response to an indication that the speeds of the first and second motors are less than or equal to a shift threshold, method 1400 includes releasing a third wet clutch and engaging a second wet clutch while maintaining engagement of the first wet clutch at 1412. For example, the controller may transmit a first control signal to the second wet clutch actuator 124a to close the second wet clutch 124, a second control signal to the third wet clutch actuator 126a to open the third wet clutch 126, and a third control signal to the first wet clutch actuator 122a to maintain engagement of the first wet clutch 122. Thus, in second-gear mode (e.g., dual-motor drive mode), the transmission shifts from second gear to first gear, which can increase power to respond to traction demands exceeding the threshold at 1406.

[0125] At 1414, method 1400 includes adjusting the current of the first and second motors to a desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on an input signal, such as pedal position or torque load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on an indication of forward or reverse drive.

[0126] Returning to 1406, in response to an indication that the traction demand is not greater than a threshold traction demand, method 1400 includes determining at 1416 whether a speed demand greater than a threshold speed demand is indicated. In one example, a speed demand greater than the threshold speed demand may be a non-zero positive threshold value set for the vehicle, which may be calibrated to transition the transmission to the second gear of the dual-motor drive. In one example, a speed demand greater than the threshold may be determined based on input from a pedal position sensor, for example, representing a driver demand at a vehicle speed of 25 km / h. In some examples, the threshold speed may be set based on vehicle load or other operating parameters.

[0127] In response to a power reduction indication, method 1400 includes determining at 1418 whether the speeds of the first and second motors are equal to or less than a shift threshold. As described above, in one example, the shift threshold may be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement with minimal wear; for example, the shift threshold may be 2000 RPM. In other examples, for example, based on the specific configuration of the transmission, the method may directly adjust the second and third wet clutches at 1422.

[0128] In response to an indication that the speeds of the first and second motors are greater than a shift threshold, method 1400 includes adjusting the current of one or both of the first and second motors at 1420 to achieve the shift threshold. For example, the controller may send a control signal to the first and second inverters specifying a desired motor speed (e.g., 2000 RPM). In response, the first and second inverters may respectively adjust the current supplied to the first and second motors to achieve the shift threshold. Method 1400 may return to 1418 to determine whether the speeds of the first and second motors are less than or equal to the shift threshold.

[0129] In response to an indication that the speeds of the first and second motors are less than or equal to a shift threshold, method 1400 includes releasing the second wet clutch while engaging the third wet clutch, and maintaining the first wet clutch engaged at 1414. For example, the controller may transmit a first control signal to the second wet clutch actuator 124a to disengage the second wet clutch 124, a second control signal to the third wet clutch actuator 126a to disengage the third wet clutch 126, and a third control signal to the first wet clutch actuator 122a to maintain the first wet clutch 122 engaged. Thus, in a second mode (e.g., a dual-motor drive mode), the transmission shifts from the first gear to the second gear, increasing the speed in response to a speed demand greater than the threshold at 1416.

[0130] At 1424, method 1400 includes adjusting the current of the first and second motors to a desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on an input signal, such as pedal position or torque load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on an indication of forward or reverse drive.

[0131] Returning to 1416, for the absence of indicated speed demand greater than a threshold, method 1400 includes determining at 1432 whether a braking request is indicated. In response to the indication of no braking request, method 1400 includes determining at 1426 whether a PTO adjustment operation is indicated. In response to a braking request, method 1400 includes reducing the speeds of the first and second motors at 1434. In one example, the method may include determining whether the speeds of the first and second motors are less than or equal to the aforementioned shift threshold. In other examples, the method may directly disengage the clutch at 1436.

[0132] At 1436, the method includes actuating the second wet clutch and the third wet clutch to disconnect the second motor from the drive axle. For example, the controller may transmit a first control signal to the second wet clutch actuator 124a to engage the second wet clutch 124, and a second control signal to the third wet clutch actuator 126a to engage the third wet clutch 126. In this way, the transmission can operate in parking brake mode, while the first motor can be controlled to drive the PTO.

[0133] At 1426, method 1400 includes determining whether to instruct a PTO adjustment operation. For example, the PTO adjustment operation may be instructed based on input from a vehicle operator (e.g., via input device 199) or based on operating conditions (e.g., conditions of the first and / or second motors, including speed, temperature, torque, etc.). If a PTO adjustment is instructed, method 1400 may include a control method for performing the PTO adjustment operation at 1428. See also... Figure 15 An example of a control method for adjusting PTO operations is described.

[0134] For indications of no PTO adjustment operation, method 1400 includes maintaining the current transmission operating mode at 1430. For example, the transmission can remain in the current operating gear, thus keeping the clutch and PTO operation in the current position.

[0135] Go to Figure 15The diagram illustrates a method 1500 for operating a disclosed transmission PTO unit. Operating the PTO unit may include adjusting the PTO, including but not limited to opening / closing the PTO unit, activating a first PTO clutch or a second PTO clutch (e.g., a first one-way clutch 142, a second one-way clutch 148), and adjusting the power output of a first motor driving the PTO. In one example, method 1500 may be performed in response to an instruction to adjust the PTO operation, for example, referring to… Figures 11-14 As described above. At 1502, method 1500 determines whether an instruction to close the PTO is required. This determination can be performed based on interaction between the operator and the control system interface. For example, the vehicle operator can indicate a desire to close the PTO via input device 199. Alternatively, the determination can be made automatically based on signals from one or more sensors (e.g., sensors used to monitor loads, etc.).

[0136] In response to an instruction to close the PTO, method 1500 includes determining at 1504 whether the first motor speed is equal to or less than a shift threshold. As described above, in one example, the shift threshold may be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement and minimal wear; for example, the shift threshold may be 2000 RPM. In other examples, depending on the specific configuration of the transmission, the method may directly open the first and second PTO clutches at 1508.

[0137] In response to an indication that the first motor speed is greater than a shift threshold, method 1500 includes adjusting the current of the first motor at 1506 to reach the shift threshold. For example, the controller may send a control signal to the first inverter specifying a desired motor speed (e.g., 2000 RPM). In response, the first inverter may adjust the current supplied to the first motor to reach the shift threshold. Method 1500 may return to 1504 to determine whether the first motor speed is less than or equal to the shift threshold.

[0138] At 1508, the method includes disengaging the first and second PTO clutches. For example, a first control signal may be sent to the first one-way clutch actuator 142a to disengage the first one-way clutch 142, and a second control signal may be sent to the second one-way clutch actuator 148a to disengage the second one-way clutch 148. Thus, the power flow from the first motor 102 to the PTO shaft 144 is transmitted neither through the first gear train 146 nor through the second gear train 150.

[0139] After determining that the indication to close the PTO does not need to be given, the method includes determining at 1510 whether the indication to open the PTO needs to be given. Similarly, this determination can be performed based on operator interaction with the control system interface, for example via input device 199, or it can be performed automatically based on signals from one or more sensors.

[0140] In response to an instruction to open the PTO, method 1500 includes determining at 1512 whether the first motor is rotating counterclockwise. If the first motor is rotating counterclockwise, the method includes disengaging the first PTO clutch at 1520. In one example, a first control signal may be sent to the first one-way clutch actuator 142a to disengage the first one-way clutch 142, and a second control signal may be sent to the second one-way clutch actuator 148a to open the second one-way clutch. If the first motor is not rotating counterclockwise, for example, if the first motor does not rotate or rotates clockwise, the method includes disengaging the second PTO clutch at 1514. In one example, a first control signal may be sent to the second one-way clutch actuator 148a to disengage the second one-way clutch 148, and a second control signal may be sent to the first one-way clutch actuator 142a to open the first one-way clutch.

[0141] At 1516, the method includes increasing the speed of the first motor to power the PTO. For example, the controller may send a control signal to the first inverter specifying a desired motor speed or torque, such as a setpoint. The desired motor speed or torque may be determined based on operating conditions, such as sensor inputs and / or operator inputs. In response, the first inverter may adjust the current supplied to the first motor at 1518 to achieve the target speed or torque setpoint.

[0142] In response to an indication that the PTO does not need to be turned on, method 1500 includes adjusting the first motor to the desired PTO output power at 1522. For example, the controller may send a control signal to the first inverter specifying the desired motor speed or torque, such as a setpoint. In response, the first inverter may adjust the current supplied to the first motor to achieve the speed or torque setpoint.

[0143] Please see Figure 16 Figure 1600 illustrates a method for operating the disclosed transmission in a variable power speed plus traction shift mode. For example, method 1600 can be used to switch between a dual-motor drive mode in the second gear and a single-motor drive mode in the first gear, and between a single-motor drive mode in the second gear and a dual-motor drive mode in the first gear. As described herein, method 1600 can be considered as... Figure 6 Operation 600 and Figure 3 Operations between 300 and / or Figure 4 Operation 400 and Figure 5 The transition between operations 500.

[0144] At 1602, method 1600 includes determining that the transmission is operating in a variable power speed plus traction shift mode. (See reference...) Figures 11-14In some examples, the determination can be made in various ways based on one or more operating conditions, such as including vehicle operator selection, through sensor input, modeling, lookup tables, and / or other suitable techniques that can indicate operating conditions and / or vehicle operator selection.

[0145] At 1604, method 1600 includes determining whether a traction demand greater than a threshold is indicated. In one example, the threshold traction demand may be a non-zero positive threshold set for the vehicle, which may be calibrated to transition the transmission to the first gear of dual-motor drive. In one example, the traction demand greater than the threshold may be determined based on input from, for example, a sensor estimating the load. In one example, the threshold traction demand may be 5000 kg of the estimated load. In some examples, the threshold traction demand may be set based on other operating parameters. In some examples, the transmission may transition to dual-motor drive after exceeding one or more additional or alternative thresholds (e.g., threshold power output, threshold wheel slip, and threshold incline or tilt).

[0146] In response to an indication of traction demand exceeding a threshold, method 1600 includes releasing the third wet clutch and engaging the second wet clutch at 1606. For example, the controller may send a first control signal to the third wet clutch actuator 126a to open the third wet clutch 126 and a second control signal to the second wet clutch actuator 124a to close the second wet clutch 124.

[0147] Furthermore, for indications of traction speed demands exceeding a threshold, method 1600 includes determining at 1636 whether to indicate power reduction. In some examples, power reduction may be indicated based on one or more thresholds, such as lower threshold speed demands, motor temperature, etc. In some examples, power reduction may be indicated via operator input signals.

[0148] In response to a power reduction indication, method 1600 includes determining at 1638 whether the rotational speeds of the first and second motors are equal to or less than a shift threshold. As described above, in one example, the shift threshold may be a non-zero positive threshold calibrated for the transmission to ensure smooth clutch engagement with minimal wear; for example, the shift threshold may be 2000 RPM. In other examples, for example, depending on the specific configuration of the transmission, the method may directly adjust the brake clutch and the first wet clutch at 1632.

[0149] In response to an indication that the speeds of the first and second motors are greater than a shift threshold, method 1600 includes adjusting the current of one or both of the first and second motors at 1640 to achieve the shift threshold. For example, the controller may send a control signal to the first and second inverters specifying a desired motor speed (e.g., 2000 RPM). In response, the first and second inverters may respectively adjust the current supplied to the first and second motors to achieve the shift threshold. Method 1600 may return to 1638 to determine whether the speeds of the first and second motors are less than or equal to the shift threshold.

[0150] In response to an indication that the speeds of the first and second motors are less than or equal to a shift threshold, method 1600 includes releasing the first wet clutch at 1632 while engaging the brake clutch. For example, the controller may transmit a first control signal to the first wet clutch actuator 122a to open the first wet clutch 122 and a second control signal to the brake clutch actuator 128a to close the brake clutch 128 while maintaining the engagement of the second wet clutch 124. Thus, the transmission, in a second mode (e.g., dual-motor drive mode) and second gear, transitions to a first mode (e.g., single-motor drive mode) when in first gear. This allows for a reduction in power in response to a power reduction request at 1316, and an increase in traction in response to a greater traction demand at 1604. In some examples, such as reference... Figures 10-15 The method may include determining whether the rotational speeds of the first and second motors are less than a shift threshold before engaging the clutch. Furthermore, the shift threshold may be a threshold speed difference between the first and second motors, which is calibrated to synchronize the speeds of the first and second shafts before clutch engagement.

[0151] At 1608, method 1600 includes adjusting the current of the first and second motors to a desired speed or torque and direction of rotation. For example, the desired motor speed or torque may be based on input signals such as pedal position, wheel slippage signals, or increased load. The direction of rotation (e.g., clockwise or counterclockwise) may be determined based on forward or backward indication.

[0152] In response to an indication at 1604 that the traction demand is not greater than a threshold traction demand, or in response to no indication of power reduction at 1636, method 1600 includes determining at 1610 whether the speed demand is greater than a second threshold speed demand. The second threshold speed demand and the lower first threshold speed demand can be non-zero positive threshold values ​​set for the vehicle. For example, the thresholds can be calibrated based on inputs from a pedal position sensor, etc., to switch the transmission between dual-motor drive and single-motor drive settings. For example, the second speed demand threshold could indicate a driver demand for a vehicle speed greater than 25 km / h, while the first speed demand threshold could be greater than 10 km / h.

[0153] In response to an indication that the vehicle speed demand exceeds a second threshold speed demand, method 1600 includes releasing the second wet clutch while engaging the third wet clutch at 1612. For example, the controller may transmit a first control signal to the second wet clutch actuator 124a to open the second wet clutch 124 and a second control signal to the third wet clutch actuator 126a to close the third wet clutch 126. In some examples, such as reference... Figures 10-15 The method may include determining whether the rotational speeds of the first and second motors are less than a shift threshold before actuating the clutch. Furthermore, the shift threshold may be a threshold speed difference between the first and second motors, which is calibrated to synchronize the speeds of the first and second shafts before clutch engagement.

[0154] After engaging the second clutch and disengaging the first clutch at 1612, method 1600 proceeds to 1636 to determine if power reduction is indicated. If power reduction is indicated, method 1600 proceeds as described above. If power reduction is not indicated, the method returns to 1610 to determine if a speed demand is indicated to be greater than a second threshold speed demand. As described above, disengaging the first clutch and engaging the second clutch increases the speed, so that at 1610 the speed demand does not exceed the second threshold. Method 1600 then proceeds to 1608 to adjust the current of the first and second motors as described above.

[0155] At 1620, method 1600 includes determining whether to instruct a PTO adjustment operation. For example, the PTO adjustment operation may be instructed based on input from a vehicle operator (e.g., via input device 199) or based on operating conditions (e.g., conditions of the first and / or second motors, including speed, temperature, torque, etc.). If a PTO adjustment is instructed, method 1600 may include a control method for performing the PTO adjustment operation at 1622. See also... Figure 15An example of a control method for adjusting PTO operation is described. In response to an indication that no PTO adjustment operation is required, method 1300 includes maintaining the current transmission operating mode at 1630. For example, the transmission may remain in its current operating gear, thus keeping the clutch and PTO operation in their current positions.

[0156] Figure 17 and Figure 18 This is a timing diagram illustrating a series of operations performed in the control method for operating the disclosed dual-motor transmission in a heavy vehicle (such as a loader), including operating the transmission to drive the PTO device (such as a loader bucket). The control method for motor torque shaping can be referred to separately from the above. Figures 10-15 The operations described in methods 1000, 1100, 1200, 1300, 1400, and 1500 are the same as or similar to those described in other methods. The dual-motor transmission can be... Figure 1 The dual-motor transmission 100 shown is the same as or similar to the one described. Instructions for executing the control methods described in timing diagrams 1700 and 1800 can be executed by a controller (e.g., controller 180) based on instructions stored in the controller's memory and in conjunction with sensory feedback received from components of the vehicle system (e.g., vehicle 101), including first and second motor speed sensors, torque sensors, wheel speed sensors, load sensors, and pedal position sensors (e.g., sensor 186). The clutch sensor includes the aforementioned reference... Figure 1 The second wet clutch position sensor 124b, the third wet clutch position sensor 126b, the first wet clutch position sensor 122b, the brake clutch position sensor 128b, the first one-way clutch position sensor 142b, and the second one-way clutch position sensor 148b are described. In a predictive example, the controller determines whether operating conditions indicate a shift between gear and power levels, and whether PTO operation is required, based on traction demand and speed demand thresholds. If a transition is indicated, the controller may execute a shift strategy (e.g., between first and second gear) or a power shift strategy (e.g., between single motor, dual motor, or parking brake) based on the indicated demand exceeding the threshold. Figure 17 The control strategy for the vehicle in normal shifting mode is described (e.g., the transmission can be adjusted between a first traction gear and a second traction gear driven by a single motor). Figure 18 This describes the vehicle's control strategy in traction shift mode. The horizontal axis (X-axis) represents time, and the vertical markers t0-t9 represent... Figure 17 and 18 The relevant timings for transmission control are shown in timing diagrams 1700 and 1800.

[0157] Figure 17Timing diagram 1700 shows Figures 1702, 1704, 1706, 1708, 1710, 1712, 1714, 1716, and 1718, which illustrate the component states and / or control settings of the vehicle system over time. Figure 1702 shows the torque output of the first motor. Figure 1706 shows the torque output of the second motor. The torque outputs of the first and second motors can be positive or negative. Figure 1704 shows the speed of the first motor. Figure 1704 shows the first shift threshold 1717. The first shift threshold is a non-zero positive threshold that is calibrated to smoothly drive the first or second PTO clutch with minimal transmission degradation (e.g., 2000 RPM). Figure 1708 shows the speed of the second motor. The second shift threshold 1719 is shown in Figure 1708. The second shift threshold 1719 has the same speed as the first shift threshold (e.g., 2000 RPM) and is calibrated to smoothly engage the brake clutch or second wet clutch while minimizing transmission wear. Figure 1710 shows the vehicle speed requirement. Figure 1710 shows the first threshold speed requirement 1720, which can be a non-zero positive threshold that, when calibrated, allows the transmission to transition from first to second gear, for example, at 10 km / h. Figure 1710 indicates the second threshold speed requirement 1722, which can also be a non-zero positive threshold. Calibration is used to transition the transmission from a normal shifting mode (where the transmission can adjust between a first and second traction gear driven by a single motor) to another operating mode (e.g., a dual-motor drive mode) or a different shifting mode, such as a traction shift mode, a speed-power shift mode, or a high-power shift mode. For example, the second threshold speed requirement could be 25 km / h. Figure 1712 represents the vehicle traction requirement. Figure 1712 shows the first threshold traction demand 1724, which can be a non-zero positive threshold and, after calibration, allows the transmission to shift from second gear to first gear, for example, a 2000 kg load. Figure 1712 also shows the second threshold traction demand 1726, which can be a non-zero positive threshold and, after calibration, is used to shift the transmission from a normal shifting mode to another operating mode or a different shifting mode, for example, a 5000 kg load. Graph 1714 shows the position of the second-gear clutch (e.g., a third wet clutch 126), which, when engaged, shifts the transmission to second gear. Figure 1716 shows the position of the first-gear clutch (e.g., a second wet clutch 124), which, when engaged, shifts the transmission to first gear. Figure 1718 shows the positions of the first PTO clutch (which could be a first one-way clutch 142) and the second PTO clutch (which could be a second one-way clutch 148). Figure 17 In the example operating mode described, the brake clutch 128 can be engaged to achieve gear shifting in the single-motor drive mode, such as... Figure 2 As stated above.

[0158] As shown in Figure 1714, at time t0, the transmission is in second gear, the second gear clutch (e.g., the third wet clutch 126) is engaged, and the first gear clutch (e.g., the second wet clutch 124) is disengaged, as shown in Figure 1716. In Figure 1710, the vehicle speed demand is moderate, less than the first threshold vehicle speed demand of 1720. The vehicle speed demand is in the forward direction, as shown by the solid line. The traction demand in Figure 1712 is low, less than the first threshold traction demand of 1724. As shown in Figure 1706, the second motor torque is low and positive; as shown in Figure 1708, the second motor speed is high. The first motor is not operating.

[0159] From t0 to t1, the vehicle speed demand, traction demand, second motor torque output, and second motor speed are all at a level. As shown in Figure 1714, the third wet clutch remains engaged. At t1, a manual instruction is received to operate the PTO via a button to drive the loader bucket. Since the first motor is not running, its speed is below the first shift threshold and it is not rotating counterclockwise. Therefore, from t1 to t2, the controller drives the second PTO clutch driver, as shown in Figure 1718, to drive the PTO shaft connected to the loader bucket clockwise. However, with the engagement of the brake clutch 128 and the disengagement of the first wet clutch 122, the first motor is not coupled to the output shaft (e.g., drive axle 130), so the transmission is in single-motor drive mode, with the first motor providing power to drive the PTO and the second motor providing power to drive the output shaft.

[0160] At time t2, the second PTO clutch engages. From t2 to t3, the current of the first motor is adjusted to the required torque output to operate the loader bucket. As shown in Figures 1702 and 1704, when the vehicle operator operates the loader bucket to move debris, the torque output and speed of the first motor increase respectively. As shown in Figure 1712, the vehicle load increases due to the operation of the loader bucket, indicating an increase in traction demand. The vehicle speed demand remains constant, as shown in Figure 1710. As shown in Figures 1706 and 1708, the torque output of the second motor increases, and the speed of the second motor decreases in response to the increased traction demand.

[0161] At time t3, the traction demand exceeds the first threshold. The second motor speed is below the second shift threshold. Therefore, from t3 to t4, the controller shifts the transmission from second gear to first gear. As shown in Figure 1714, the controller sends a first control signal to the second gear clutch actuator (such as the third wet clutch actuator 126a) to disengage the second gear clutch (such as the third wet clutch 126), and sends a second control signal to the first gear clutch actuator (such as the second wet clutch actuator 124a) to engage the first gear clutch (such as the second wet clutch 124).

[0162] At time t4, the first gear clutch engages. From t4 to t5, the loader bucket continues to operate with higher first motor torque output and lower first motor speed, as shown in Figures 1702 and 1704, respectively. As shown in Figure 1706, the second motor current increases to generate increasingly larger torque to cope with the increased traction demand caused by the loader bucket operation. Approaching t5, the vehicle speed drops sharply as the operator stops. In response, the second motor torque output decreases, and the second motor speed decreases, as shown in Figures 1706 and 1708, respectively. Simultaneously, as the load decreases after the loader bucket is unloaded, the traction demand also decreases sharply. As shown in Figures 1702 and 1704, the first motor torque output and first motor speed decrease with unloading.

[0163] At time t5, the vehicle speed is required to drop to zero as the operator prepares to reverse. To continue PTO operation, the controller prepares to switch the PTO clutch, providing continuous clockwise rotation to the PTO shaft. The speed of the first motor is below its shift threshold. Therefore, from t5 to t6, the controller actuates the second PTO clutch actuator (e.g., the second one-way clutch actuator 148a) to disengage the PTO shaft from the first motor via the second PTO clutch, and actuates the first PTO clutch actuator (e.g., the first one-way clutch actuator 142a) to couple the PTO shaft to the first motor via the first PTO clutch, as shown in Figure 1718. In this way, PTO operation can continue even when the vehicle is reversing.

[0164] At time t6, the first PTO clutch engages. From t6 to t7, the operator requests an increase in reverse speed, as indicated by the dotted line in Figure 1710. The second motor torque increases in the opposite direction, and the second motor speed increases towards the first threshold speed requirement. As shown in Figure 1712, the traction demand is level and low. As shown in Figures 1702 and 1704, the first motor is driving the PTO to the loader bucket with a low, stable torque and motor speed.

[0165] At time t7, the vehicle speed demand exceeds the first threshold speed demand. The second motor speed is lower than the second shift threshold. Therefore, from t7 to t8, the controller shifts the transmission to second gear. The controller sends a first control signal to the second wet clutch actuator to disengage the second wet clutch 124, and sends a second control signal to the third wet clutch actuator to engage the third wet clutch 126, as shown in Figures 1716 and 1714, respectively.

[0166] At t8, the third wet clutch 126 is engaged, and the transmission operates in second gear. From t8 to t9, the current of the second motor increases to increase the torque and speed of the second motor in response to the increasing vehicle speed demand. As the speed of the second motor increases toward the second threshold speed demand, the torque output of the second motor gradually levels off, as shown in Figures 1708 and 1706, respectively.

[0167] At time t9, the vehicle speed demand exceeds the second threshold speed demand. Therefore, the controller decides to adjust the operating mode. (End of timing diagram)

[0168] The example shown in timing diagram 1700 illustrates a series of operations that can be performed when operating a dual-motor transmission in normal shift mode to shift between first and second gear, where the second motor powers the drive axle (e.g., second motor 106) and the first motor selectively powers the PTO (e.g., first motor 102). A similar series of operations can be performed when operating a dual-motor transmission in other shift modes, for example, referring to… Figure 14 The high-power shifting mode and reference Figure 16 The variable power speed plus traction mode is described above. For example, in response to a traction demand greater than a threshold, a series of actions may include actuating a second-gear clutch actuator (e.g., a third wet clutch actuator 126a) to disengage the second-gear clutch (e.g., a third wet clutch 126), and actuating a first-gear clutch actuator to engage the first-gear clutch (e.g., a second wet clutch actuator 124a, a second wet clutch 124), while the first wet clutch 122 is engaged (e.g., engaged in both first and second gear). In one example, the threshold traction demand may be the same as or similar to the second threshold traction demand (e.g., 5000 kg), or it may be different (e.g., see reference). Figure 14 (Example given). In response to a vehicle speed demand greater than a threshold, such as a second threshold speed demand (e.g., 25 km / h) or a first threshold speed demand (e.g., 10 km / h), a series of actions may respectively include transitioning the transmission to the second gear in dual-motor drive (e.g., third operating mode) or in single-motor drive (e.g., second operating mode).

[0169] Figure 18 Timing diagram 1800 shows an example of a control strategy for a dual-motor transmission, including traction shifting modes, as shown in the reference diagram. Figure 2 and Figure 12 As described above. For example, the traction power shift mode may include switching between a single-motor drive mode and a dual-motor drive mode, where both modes are in first or second gear. Figure 18In the traction power shift mode, the vehicle operates in first gear, selectively using one or two motors to drive the drive axle, and selectively driving the PTO shaft to provide power to the PTO equipment.

[0170] Timing diagram 1800 shows diagrams 1802, 1804, 1806, 1808, 1810, 1812, 1814, 1816, and 1818, which illustrate the component states and / or control settings of the vehicle system over time. Diagram 1802 shows the torque output of the first motor. Diagram 1806 shows the torque output of the second motor. The torque outputs of the first and second motors can be positive or negative. Diagram 1804 shows the speed of the first motor. Diagram 1804 shows the first shift threshold 1820. In one example, the first shift threshold 1820 is a non-zero positive threshold, calibrated to smoothly drive the clutch located on the output shaft of the first motor (e.g., 2000 RPM) while minimizing wear on the transmission. Diagram 1808 shows the speed of the second motor. Diagram 1808 shows the second shift threshold 1822. The second shift threshold 1822 has the same speed as the first shift threshold (e.g., 2000 RPM) and is calibrated to smoothly engage the brake clutch 128 while minimizing transmission wear. Figure 1810 shows the vehicle speed demand. Figure 1810 indicates a speed demand threshold 1824, which can be a non-zero positive threshold, calibrated to transition the transmission from traction shifting to another operating mode or a different shifting mode, such as 10 kph. Figure 1812 shows the vehicle traction demand. Figure 1812 indicates a traction demand threshold 1826, which can be a non-zero positive threshold, used to transition the transmission from single-motor drive to dual-motor drive, for example, a load of 5000 kg. Figure 1814 shows the position of the single-motor drive clutch (e.g., brake clutch 128), when the clutch engages, the transmission switches to single-motor drive mode. Figure 1816 shows the position of the dual-motor drive clutch (e.g., first wet clutch 122), when it engages, the transmission switches to dual-motor drive mode. Figure 1818 shows the positions of the first PTO clutch (which may be the first one-way clutch 142) and the second PTO clutch (which may be the second one-way clutch 148).

[0171] At time t0, the loader operates in a single-motor traction drive mode. The single-motor drive clutch (e.g., brake clutch 128) engages, as shown in Figure 1814, while the dual-motor drive clutch (e.g., the first wet clutch 122) disengages at 1816. The loader is stationary, with low speed requirements, as shown in Figure 1810, below the threshold speed requirement 1824. Traction requirements are low, below the threshold traction requirement 1826, as shown in Figure 1812. As shown in Figure 1818, the second PTO clutch engages, driving the loader bucket with low torque output.

[0172] As shown in Figure 1812, from t0 to t1, the loader transports the debris from the bucket up the slope, increasing the load and thus increasing the traction demand. As shown in Figures 1806 and 1808, the torque output of the second motor increases, while the motor speed decreases slightly to meet the increasing traction demand. As shown in Figures 1802 and 1804, the torque output and motor speed of the first motor remain unchanged.

[0173] As shown in Figure 1812, at time t1, when the traction demand exceeds the traction demand threshold, the second motor reaches its peak torque output. The second motor's speed is less than the second shift threshold, and the first motor's speed is less than the first shift threshold, as shown in Figures 1808 and 1804, respectively. Furthermore, the first shaft (e.g., connected to the first motor) and the second shaft (e.g., connected to the second motor) rotate at similar speeds. Therefore, from t1 to t2, the controller switches the transmission from single-motor drive to dual-motor drive. The controller sends a first control signal to the single-motor drive clutch actuator (e.g., brake clutch actuator 128a) to disengage the single-motor drive clutch (e.g., brake clutch 128) in Figure 1814, and sends a second control signal to the dual-motor drive clutch actuator (e.g., first wet clutch actuator 122a) to engage the dual-motor drive clutch (e.g., first wet clutch 122a).

[0174] At time t2, the dual-motor drive clutch engages, as shown in Figure 1816. The loader operates in a dual-motor drive mode, where the power output from the first and second motors is transmitted to the drive axle. The second PTO clutch remains engaged, so that some power from the first motor can also drive the PTO shaft and the loader bucket connected to it.

[0175] From t2 to t3, as shown in Figure 1812, the traction demand increases as the loader climbs the hill. The torque output of the second motor remains at its peak torque output, as shown in Figure 1806. The current from the first motor increases the torque output, as shown in Figure 1802, to meet the increasing traction demand. Approaching t3, as the loader reaches the crest of the hill, the traction demand decreases. As the operator decelerates and stops, the vehicle speed decreases. In response, the torque output of the first and second motors decreases, as shown in Figures 1802 and 1806, respectively.

[0176] At time t3, the vehicle stops, and the operator indicates a desire to brake the vehicle. The speeds of the first and second motors are relatively low, below the first and second shift thresholds, respectively. Therefore, from t3 to t4, the dual-motor drive clutch is disengaged, thereby disengaging the first motor from the drive axle.

[0177] At t4, the vehicle brakes. The second and third wet clutches engage, activating the parking brake mode. From t4 to t5, the operator drives the loader bucket while the vehicle is braked. Accumulated debris in the loader bucket increases the load. The first motor increases torque output to operate the loader bucket under increased load. The second motor maintains lower torque output and speed.

[0178] At time t5, the vehicle speed demand signal sends a signal to the controller, requesting the disengagement of one of the second and third wet clutches and the engagement of either the braking clutch or the first wet clutch to achieve drive. Traction demand below a threshold (as shown in Figure 1812) instructs the controller to switch to single-motor drive. Therefore, from t5 to t6, the single-motor drive clutch engages, and the drive axle is driven by the second motor. As shown in Figure 1814, at time t6, the single-motor drive clutch engages.

[0179] From t6 to t7, the second motor increases its speed to meet traction requirements and increase vehicle speed, as shown in Figures 1812 and 1810 respectively. The timing diagram ends at t7.

[0180] The example shown in timing diagram 1800 illustrates a series of operations that may be performed when operating a dual-motor transmission in traction shift mode to switch between single-motor drive and dual-motor drive in first gear. A similar series of operations may also be performed when operating a dual-motor transmission in another mode, such as switching between single-motor drive and dual-motor drive in second gear in speed-power shift mode. For example, in response to a vehicle speed demand greater than a threshold, this series of actions may include maintaining the engagement of the single-motor drive clutch (e.g., brake clutch 128) while actuating the dual-motor drive clutch actuator (e.g., first wet clutch actuator 122a) to engage the dual-motor drive clutch (e.g., first wet clutch 122). In one example, the threshold vehicle speed demand may be related to a reference... Figure 13 The examples given are the same or similar (e.g., 10 km / h). In response to an indication to reduce power, such as based on operator input or a sensor indicating a condition greater than a threshold, a series of actions may include actuating a dual-motor drive clutch actuator (e.g., a first wet clutch actuator 122a) to disengage the dual-motor drive clutch (e.g., the first wet clutch 122) while maintaining engagement with a single-motor drive clutch (e.g., a brake clutch 128).

[0181] Figure 19Figure 1900 illustrates the relationship between the torque, power, and speed of the motors in a transmission (such as a dual-motor transmission 100). Graph 1908, in Newton-meters (Nm), plots the increase in torque of an exemplary main drive motor as the rotational speed (RPM) increases. Graph 1910, in watts (W), plots the increase in power of an exemplary main drive motor as the rotational speed (RPM) increases. Graph 1900 shows three phases. The first phase is from 0 to ~1000 RPM (e.g., before graph 1902), the second phase is from ~1000 to ~3400 RPM (e.g., between graphs 1902 and 1904), and the third phase exceeds ~3400 RPM (e.g., after graph 1904).

[0182] In the first stage, torque remains constant, speed increases, and power increases. In the second stage, power remains constant, speed increases, and torque decreases. In the third stage, speed approaches peak, torque is 0 Nm, and power is 0 watts (W). For some transmission configurations, traction power may be limited in the first stage (e.g., the constant torque stage). This can be addressed by operating the dual-motor transmission (e.g., in dual-motor drive high traction mode)... Figure 5 In the third operation (500), the constant torque phase can extend to higher vehicle speeds and overlaps with the constant power phase, as shown by dashed line 1906. For some heavy vehicles, such as bulldozers and front-mounted loaders, high traction demand is primary. The PTO motor (e.g., the first motor 102) can provide additional power in dual-motor mode at the same gear ratio. For the disclosed components, when the transmission is controlled in dual-motor high traction mode, the available power in the maximum power region increases, and traction increases as vehicle speed increases, for example, as the distance between lines 1902 and 1906 increases. Therefore, the operator can increase vehicle speed while maintaining traction. When the transmission is controlled in dual-motor high-speed mode, the available power in the maximum power region increases, and greater power is available as vehicle speed increases.

[0183] Figure 20 Figure 2000 illustrates the operating modes of the disclosed dual-motor transmission and an example range of electric motors. The figure includes traction force on the y-axis and vehicle speed on the x-axis. (See reference...) Figure 19 As shown in Figure 1900, generally speaking, traction decreases as vehicle speed increases. Line 2002 represents the operating range of the electric motor. Traction is greatest in the peak torque region, i.e., at lower speeds as indicated by arrow 2012, which is consistent with the reference... Figure 19 The first stage described is roughly related. At lower torque levels in the peak speed region, the vehicle speed is maximum, as indicated by arrow 2016, consistent with the reference... Figure 19The third stage is roughly related. Between the peak torque region and the peak speed region lies the peak power region, as indicated by arrow 2014, consistent with the reference... Figure 19 The second stage is largely related.

[0184] Figure 2004 shows the operating range of the disclosed transmission in first gear with single-motor drive. Traction increases in the peak torque region. Figure 2006 shows the operating range of the disclosed transmission in second gear with single-motor drive. Vehicle speed increases in the peak speed region. Figure 2008 shows the operating range of the disclosed transmission in first gear with dual-motor drive. Traction further increases compared to first gear with single-motor drive. Figure 2010 shows the operating range of the disclosed transmission in second gear with dual-motor drive. Vehicle speed further increases compared to second gear with single-motor drive.

[0185] This disclosure also provides support for a transmission method including a first motor selectively coupled to a power take-off (PTO) unit and a drive axle, and a second motor selectively coupled to the drive axle. The method includes operating two of a second wet clutch and a brake clutch, or two of a third wet clutch and a brake clutch, to switch between a first operating mode and a second operating mode of the transmission; operating one of a first one-way clutch and a second one-way clutch opposite to the first one-way clutch to drive the power take-off unit; wherein the first operating mode includes driving the drive axle to rotate at a first gear ratio using the second motor; and the second operating mode includes driving the drive axle to rotate at a second gear ratio higher than the first gear ratio using the second motor. In a first example of the method, operating the second wet clutch includes adjusting the second wet clutch to a closed position to couple the second motor to the drive axle via planetary gears of a planetary gear set coaxial with the second motor.

[0186] Furthermore, this disclosure also provides support for a method of transmission including a first motor selectively coupled to a power take-off (PTO) device and a drive axle, and a second motor selectively coupled to the drive axle, the method including operating two of a second wet clutch and a first wet clutch or two of a third wet clutch and a first wet clutch to switch between a first operating mode and a second operating mode in the transmission, and operating one of a first one-way clutch and a second one-way clutch opposite to the first one-way clutch to drive the power take-off device, wherein the first operating mode includes driving the drive axle to rotate at a first gear ratio via the first motor and the second motor, and the second operating mode includes driving the drive axle to rotate at a second gear ratio higher than the first gear ratio via the first motor and the second motor, wherein the second wet clutch is coaxial with the drive axle, the third wet clutch is coaxial with the output shaft of the second motor, and the first wet clutch is coaxial with the output shaft of the first motor.

[0187] As an example, the output shaft includes at least one output flange connected to the drive wheel. The output shaft meshes with the drive shaft via a gear channel, and the drive shaft includes at least one output flange connected to the drive wheel.

[0188] As an example, a controller is also included, which has instructions that, when executed, cause the controller to select an operating mode from a variety of operating modes and, depending on the selected operating mode, adjust one or more of the first wet clutch, the second wet clutch, the third wet clutch, and the brake clutch to output power from one or both of the first motor and the second motor to the output shaft.

[0189] Multiple operating modes include a single-motor drive mode in the first gear, a single-motor drive mode in the second gear above the first gear, a dual-motor drive mode in the first gear, a dual-motor drive mode in the second gear, and a parking brake mode, wherein the single-motor drive mode is configured to drive the output shaft to rotate using the second motor, the dual-motor drive mode is configured to drive the output shaft to rotate using the first motor and the second motor, and the parking brake mode is configured to stop the first motor and / or the second motor from driving the output shaft to rotate.

[190] This disclosure provides support for a transmission comprising: a power output (PTO) device; an output shaft; a first motor selectively coupled to the power output via a first one-way clutch and a second one-way clutch opposite to the first one-way clutch, the first motor being further selectively coupled to the output shaft via a first transmission system including a first wet clutch, a planetary gear set, and a second wet clutch; and a second motor selectively coupled to the output shaft via a second transmission system including a planetary gear set, a second wet clutch, and a third wet clutch. The transmission includes a brake clutch fixed to the transmission housing, wherein the brake clutch is selectively connected to the ring gear of the planetary gear set.

[0190] This disclosure further provides support for a method of transmission including a first motor selectively coupled to a power output (PTO) unit and a drive axle, and a second motor selectively coupled to the drive axle. The method includes adjusting a second wet clutch and a brake clutch, or a second wet clutch and a first wet clutch, to switch between a first operating mode and a second operating mode of the transmission, and adjusting one of a first one-way clutch and a second one-way clutch opposite to the first one-way clutch to drive the PTO unit. The first operating mode includes driving the drive axle to rotate at a first gear ratio using the second motor, and the second operating mode includes driving the drive axle to rotate at the first gear ratio using both the first and second motors. Adjusting the second wet clutch and the brake clutch includes adjusting the second wet clutch and the brake clutch to a closed position respectively, so as to couple the second motor to the drive axle via planetary gears of a planetary gear set coaxial with the second motor. The method further includes adjusting the second wet clutch and the brake clutch to the closed position in response to a request to reduce power. Adjusting the second wet clutch and the first wet clutch includes adjusting each of the second wet clutch and the first wet clutch to a closed position to couple the first and second motors to the drive axle via planetary gears of a planetary gear set coaxial with the second motor, and disengaging the first wet clutch to couple the first motor to the drive axle via ring gears of the planetary gear set. The method also includes adjusting the second wet clutch and the first wet clutch to the closed position in response to a request for increased power. Furthermore, the method includes adjusting one of the first and second one-way clutches according to an indication of power output to auxiliary equipment, the indication including the rotation direction of the first motor.

[0191] Furthermore, this disclosure also provides support for a transmission method including a first motor selectively coupled to a power output (PTO) unit and a drive axle, and a second motor selectively coupled to the drive axle. The method includes adjusting at least two of a second wet clutch, a brake clutch, a third wet clutch, and a first wet clutch to switch between a first operating mode, a second operating mode, a third operating mode, and a fourth operating mode of the transmission; adjusting one of a first one-way clutch and a second one-way clutch, adjusting at least two of the second wet clutch, the brake clutch, the third wet clutch, and the first wet clutch to switch between the first operating mode, the second operating mode, the third operating mode, and the fourth operating mode of the transmission; and adjusting one of a first one-way clutch and a second one-way clutch opposite to the first one-way clutch to drive the PTO unit. The first operating mode includes driving the drive axle to rotate at a first gear ratio using the second motor; the second operating mode includes driving the drive axle to rotate at a second gear ratio higher than the first gear ratio using both the first and second motors; the third operating mode includes driving the drive axle to rotate at the first gear ratio using both the first and second motors; and the fourth operating mode includes driving the drive axle to rotate at the second gear ratio using the second motor. Adjusting the second wet clutch and brake clutch includes disengaging the second wet clutch and brake clutch to couple the second motor to the drive axle. Adjusting the second wet clutch and the first wet clutch includes disengaging the second wet clutch and the first wet clutch to couple the first motor and the second motor to the drive axle. Adjusting the third wet clutch and brake clutch includes disengaging the third wet clutch and brake clutch to couple the second motor to the drive axle. Adjusting the third wet clutch and the first wet clutch includes disengaging the third wet clutch and the first wet clutch to couple the first motor and the second motor to the drive axle. The method also includes disengaging the third wet clutch and the second wet clutch to disengage the first motor and the second motor from the drive axle.

[0192] In this way, the system and method described herein improve the traction and speed range of heavy-duty vehicles. The transmission layout increases the upper limit of traction and vehicle speed by coupling a second motor to the drive axle as required. The transmission layout includes two one-way clutches that can be operated to power the PTO unit when the vehicle is moving forward, reversing, or stationary. By adjusting multiple clutches, the transmission can be adjusted between first and second gear, with first gear driven by a single or two motors and second gear driven by the PTO unit, thus achieving high flexibility and simple control. Furthermore, the disclosed system and method provide a highly adaptable solution for heavy-duty trucks, allowing the transmission to be manufactured based on the disclosed platform to include fewer clutches and be tailored for specific vehicle applications. The technical effect of the disclosed transmission is an increased operating range for heavy-duty trucks.

[0193] Figure 1 and Figures 3-9 Examples of configurations showing the relative positioning of various components are shown. If the components shown in the figure are in direct contact or directly coupled to each other, then in at least one example, these components may be referred to as being in direct contact or directly coupled, respectively. Similarly, in at least one example, components shown as being adjacent or next to each other may be referred to as being adjacent or next to each other, respectively. For example, components that are in face-to-face contact with each other may be referred to as face-to-face contact components. Another example is that, in at least one example, components are placed apart from each other with only space between them and no other components, which may be referred to as being placed apart from each other. Furthermore, components shown above / below each other, to the sides of each other, or to the left / right of each other relative to each other may be referred to as such components. Additionally, as shown in the figure, in at least one example, the topmost component or component point may be referred to as the "top" of the component, and the bottommost component or component point may be referred to as the "bottom" of the component. As used herein, up / down, up / down, up / down may be relative to the vertical axis in the figure to describe the positioning of the elements in the figure relative to each other. Thus, in one example, an element shown above other elements is vertically positioned above the other elements. For example, the shapes of the elements depicted in the diagram can be described as having these shapes (e.g., circles, straight lines, flat surfaces, curved shapes, circular shapes, chamfered shapes, beveled shapes, or similar shapes). Furthermore, in at least one example, elements that intersect each other can be described as intersecting elements or intersecting with each other. Additionally, in one example, elements shown within or outside another element can also be described as intersecting elements.

[0194] This transmission layout features two wet clutches, a first wet clutch, and a brake clutch for shifting between two motors and / or two speeds, wherein the first motor can drive the PTO shaft via either of the two one-way clutches. The technical advantage of this disclosed transmission layout is that it offers a flexible solution suitable for a variety of heavy-duty applications.

[0195] Please note that the control and estimation routine examples included herein can be used in various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system, including controllers, in conjunction with various sensors, actuators, and other engine hardware. Specific routines described herein may represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, etc. Therefore, the various actions, operations, and / or functions illustrated may be executed in the illustrated order, in parallel, or in some cases omitted. Similarly, the processing order is not necessarily necessary to achieve the features and advantages of the example embodiments described herein, but is merely for ease of illustration and description. One or more actions, operations, and / or functions illustrated may be repeatedly executed, depending on the specific strategy being used. Furthermore, the described actions, operations, and / or functions may be graphically represented as code to be programmed into the non-transitory memory of a computer-readable storage medium in an engine control system, wherein the described actions are implemented by executing instructions in a system comprising various engine hardware components combined with electronic controllers.

[0196] It is understood that the configurations and routines disclosed herein are exemplary in nature, and these specific implementations are not limiting, as many variations are possible. For example, the above-described techniques can be applied to V-6, I-4, I-6, V-12, opposed-4, and other types of engines. Furthermore, unless explicitly stated to the contrary, the terms "first," "second," "third," etc., do not indicate any order, position, quantity, or importance, but are merely labels used to distinguish one element from another. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of various systems and configurations, as well as other features, functions, and / or attributes disclosed herein.

[0197] The term "approximate" as used in this article, unless otherwise stated, should be understood as a range of plus or minus 5%.

[0198] The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. These claims may refer to an "a" element or a "first" element or an equivalent element. These claims should be understood to include one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or characteristics may be claimed by amending these claims or by filing new claims in this application or related applications. These claims, whether broader or narrower in scope, identical or different from the original claims, are also considered to be included in the subject matter of this disclosure.

Claims

1. A transmission assembly characterized by, comprising: a first motor (102) mounted on a first shaft (104); a second motor (106) mounted on a second shaft (108); a first wet clutch (122) selectively coupled to the first shaft (104); a second wet clutch (124) selectively coupled to an output shaft (130); a third wet clutch (126) engaged with the output shaft (130); a brake clutch (128) fixed to an assembly housing (190); a planetary gear set (134) including a sun gear (136) on the second shaft (108), a planet carrier (138) engaged with the second wet clutch (124) and selectively connected to the third wet clutch (126), and a ring gear (140) selectively connected to the brake clutch (128) and engaged with the first wet clutch (122); and a first one-way clutch (142) and a second one-way clutch (148) opposite the first one-way clutch (142) and selectively coupled to the first shaft (104) and engaged with a gear train (146, 150) to drive an auxiliary shaft (144).

2. The transmission assembly of claim 1, wherein, The output shaft includes at least one output flange connected to a drive wheel.

3. The transmission assembly of claim 1, wherein, The output shaft is engaged with a drive shaft through a gear tunnel, the drive shaft including at least one output flange connected to a drive wheel.

4. The transmission assembly of claim 1, wherein, A first frequency converter connected to the first motor and a second frequency converter connected to the second motor are also included.

5. The transmission assembly of claim 1, wherein, A controller having instructions that, when executed, cause the controller to select one of a plurality of operating modes and adjust one or more of the first wet clutch, the second wet clutch, the third wet clutch, and the brake clutch to output power from one or both of the first motor and the second motor to the output shaft in accordance with the selected operating mode are also included.

6. The transmission assembly of claim 5, wherein, The plurality of operating modes include a first-gear single-motor drive mode, a second-gear single-motor drive mode higher than the first-gear single-motor drive mode, a first-gear dual-motor drive mode, a second-gear dual-motor drive mode, and a park brake mode, wherein the single-motor drive mode is configured to drive the output shaft with the second motor, the dual-motor drive mode is configured to drive the output shaft with the first motor and the second motor, and the park brake mode is configured to stop the first motor and / or the second motor from driving the output shaft.

7. The transmission assembly of claim 1, wherein, A controller having instructions that, when executed, cause the controller to adjust one of the first one-way clutch and the second one-way clutch in accordance with an indication to output power to the auxiliary shaft, the indication including a rotational direction of the first motor are also included.

8. The transmission assembly of claim 1, wherein, A controller is also included having instructions that, when executed, cause the controller to switch between shift modes, including a normal shift mode in single motor drive mode between a first gear and a second gear higher than the first gear, a traction power shift mode between single motor drive mode and dual motor drive mode at the first gear, a velocity power shift mode between single motor drive mode and dual motor drive mode at the second gear, and a high power shift mode in dual motor drive mode between the first gear and the second gear.

9. Transmission, characterized in that Including: a power take off (PTO) device (152); an output shaft (130); a first motor (102) selectively coupled to the power take off (PTO) through a first one-way clutch (142) and a second one-way clutch (148) opposite the first one-way clutch (142), the first motor (102) further selectively coupled to the output shaft (130) through a first transmission system including a first wet clutch (122), a planetary gear set (134), and a second wet clutch (124); and a second motor (106) selectively coupled to the output shaft (130) through a second transmission system including the planetary gear set (134), the second wet clutch (124), and a third wet clutch (126).

10. The transmission of claim 9, wherein, The ring gear of the planetary gear set is engaged with the first wet clutch.

11. The transmission of claim 9, wherein, The carrier of the planetary gear set is engaged with the second wet clutch and selectively connected with the third wet clutch.

12. The transmission of claim 9, wherein, The sun gear of the planetary gear set is on a second shaft (108) of the second motor.

13. The transmission of claim 9, wherein, A brake clutch (128) is also included fixed to the transmission housing, wherein the brake clutch is selectively connected with the ring gear of the planetary gear set.

14. The transmission of claim 9, wherein, The first wet clutch is selectively coupled with a first shaft (104) of the first motor, and the second wet clutch is selectively coupled with the output shaft (130).

15. The transmission of claim 9, wherein, The third wet clutch is engaged with the output shaft.

Images