Transmission assembly

Abstract

The utility model relates to a transmission assembly. The transmission assembly includes a first electric machine disposed on the first shaft, a second electric machine disposed on the second shaft, a first wet clutch selectively coupled to the first shaft, a second wet clutch selectively coupled to the drive shaft, and a second wet clutch selectively coupled to the second shaft. A third wet clutch selectively coupled to the first shaft; and a brake clutch secured to the assembly housing. The transmission assembly further comprises a planetary gear set which is located on the second shaft, and gears of the planetary gear set are selectively connected with the third wet clutch, the first wet clutch or the brake clutch. The transmission assembly includes 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 are selectively coupled to the first shaft, and the first one-way clutch and the second one-way clutch are directly connected to the two gear trains to drive the PTO shaft.

Description

Technical Field

[0001] This description generally relates to systems and methods for dual-motor, dual-speed transmissions. Background Technology

[0002] Off-highway heavy vehicles may require increased (or decreased) drive speed, traction, or power output (PTO) capabilities, depending on the application. Conventional off-highway heavy vehicles with internal combustion power systems typically combine PTO and propulsion functions, where power can be applied directly to the PTO, distributed between the driveshaft and the PTO, or applied solely to the driveshaft via the operation of one or more clutches. In contrast, electric off-highway heavy vehicles typically use a separate electric motor to achieve both PTO and propulsion functions.

[0003] The inventors of this paper have recognized the potential problems with such systems. Electrified transmissions with PTO functionality rely on power management to ensure 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 significant power. Similarly, the power requirements for driving the PTO and other parts of the vehicle will vary depending on the specific application (e.g., loaders, bulldozers). For example, some applications may require high power usage for short periods. Others may require relatively high load change rates and load durations, depending on the work being performed. In other examples, the vehicle may require PTO operation when stationary, reversing, or traversing a slope. Configurations that separate the PTO motor from the drive motor may lack the flexibility to meet the needs of various off-highway and heavy-duty applications. Utility Model Content

[0004] In one example, the aforementioned problem can be solved by a transmission assembly comprising a first motor located on a first shaft; a second motor located on a second shaft, selectively coupled to a first wet clutch on the first shaft, selectively coupled to a second wet clutch on a drive shaft, selectively coupled to a third wet clutch on the first shaft, and a brake clutch fixed to the assembly housing; a planetary gear set including a sun gear located on the second shaft, a planet carrier selectively coupled to the third wet clutch, and a ring gear selectively coupled to either the first wet clutch or the brake clutch; and a first one-way clutch and a second one-way clutch opposite to the first one-way clutch, the first and second one-way clutches being selectively coupled to the first shaft, wherein the first one-way clutch is directly connected to the first gear train to drive the PTO shaft, and the second one-way clutch is directly connected to the second gear train to drive the PTO shaft. Thus, an electronic transmission layout consisting of three wet clutches and one brake clutch (for shifting between two motors and / or two speeds) and two one-way clutches (for driving the PTO via the first motor) can meet a variety of application requirements.

[0005] It should be understood that the foregoing summary is intended to present the concepts further described in the detailed description in a simplified form. It is not intended to identify the key or essential features of the claimed subject matter, the scope of which is uniquely determined by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to embodiments that address any of the shortcomings pointed out in the foregoing or any part of this disclosure. Attached Figure Description

[0006] Figure 1 The image shows a dual-motor transmission with a power take-off (PTO).

[0007] Figure 2 The operating mode table for the dual-motor transmission is displayed.

[0008] Figure 3 The first power path of the dual-motor transmission in the first operating mode is shown.

[0009] Figure 4 The second power path of the dual-motor transmission is shown in the second operating mode.

[0010] Figure 5 The third power path of the dual-motor transmission in the third operating mode is shown.

[0011] Figure 6 The fourth power path of the dual-motor transmission in the fourth operating mode is shown.

[0012] Figure 7 This shows the fifth power path of the dual-motor transmission in traction mode.

[0013] Figure 8 This shows the first example of the power path to the PTO and drive wheels in first gear.

[0014] Figure 9 This is a second example showing the power path to the PTO and drive wheels in first gear.

[0015] Figure 10 A flowchart is shown illustrating a first example method for operating mode and gear selection in a dual-motor transmission.

[0016] Figure 11 A flowchart illustrating a second example method for a dual-motor transmission is shown.

[0017] Figure 12 This is a flowchart illustrating the third example method of a dual-motor transmission.

[0018] Figure 13 The flowchart illustrates the fourth example method of a dual-motor transmission.

[0019] Figure 14 This is a flowchart illustrating the fifth example method for the operation mode and gear selection of a dual-motor gearbox.

[0020] Figure 15 It is a flowchart illustrating the sixth example method for operating mode and gear selection in a dual-motor transmission.

[0021] Figure 16 A flowchart is shown illustrating the seventh example method for dual-motor transmission operating modes and gear selection.

[0022] Figure 17 A timing diagram illustrating the first indicative operating example of the disclosed dual-motor transmission is shown.

[0023] Figure 18 The timing diagram illustrates a second indicative operating example of the disclosed dual-motor transmission.

[0024] Figure 19 A schematic diagram showing the relationship between torque, speed, and power in an electric transmission.

[0025] Figure 20 An example diagram showing the operating range of the disclosed dual-motor transmission is displayed. Detailed Implementation

[0026] The following description relates to systems and methods for electric transmissions. The electric transmission includes two motors, provides two speeds via a planetary gear set, and includes multiple wet clutches for switching between multiple operating modes and the two speeds. A first motor is used for traction drive, and a second motor is used for one or both of traction drive and power take-off (PTO) operation. The two motors can be used together to generate greater traction at low speeds (e.g., less than 5 km / h) or to achieve higher speeds (e.g., 25-50 km / h) with relatively less traction. In some applications, motor power can be reduced to achieve full electrification. In other applications, continuous motor power can be generated by motors of similar size; for example, peak power can be generated by the first motor for a shorter period, and high power can be generated by both the first and second motors for a longer period. Therefore, the system reduces the conflict between peak motor power time and uncontrollable off-highway loads.

[0027] Figure 1 An example of a dual-motor transmission with a power take-off unit is shown. The dual-motor transmission can be controlled for five modes and two gears. A table showing the five modes, two gears, and the clutches used to select the mode and gear is shown below. 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 operating mode may include controlling the second motor to generate traction in the first gear. Figure 3 The diagram illustrates the power path via a dual-motor transmission in the first operating mode. In one example, the second operating mode may include controlling a second motor to generate power for traction drive via a second gear. Figure 4 The power path via the dual-motor transmission is shown in the second operating mode. A third operating mode may include controlling the first and second motors to generate power for driving in the first gear. Figure 5 The power path via the dual-motor transmission is shown in the third operating mode. The fourth operating mode may include controlling the first and second motors to generate power for travel on the second gear. The power path via the dual-motor transmission in the fourth mode is as follows: Figure 6 As shown. The power path via the dual-motor transmission in the fifth mode or traction mode is as follows: Figure 7 As shown. Figure 8-9 These are the first and second examples of PTO and drive axle power paths, respectively, in the third operating mode.

[0028] It can control the dual-motor transmission to switch between operating modes. Figure 10 An example method for selecting the operating mode and gear for a dual-motor transmission is shown. Figure 11An example method for operating a dual-motor transmission in the first shift mode is shown, including shifting between the first and second gears in a single-motor drive. Figure 12 An example method for operating a dual-motor transmission in the second shift mode is shown, including shifting between single-motor drive and dual-motor drive in the first gear. Figure 13 An example method of operating a dual-motor transmission in the third shift mode is shown, including shifting between single-motor drive and dual-motor drive in the second gear. Figure 14 An example method of operating a dual-motor transmission in a fourth shift mode is shown, including shifting between the first and second gears in a dual-motor drive. Figure 15 An example method for operating the disclosed transmission PTO unit is shown. Figure 16 An example method of operating a dual-motor transmission in a fifth shift mode is shown, which includes shifting between single-motor drive and dual-motor drive in second gear, dual-motor drive in first gear, and traction mode. Figure 17 This is a timing diagram illustrating a first contemplated operating example of the disclosed dual-motor transmission. In the first contemplated example, the dual-motor transmission is controlled to shift between the first and second gears driven by a single motor, and to operate the PTO device. Figure 18 This is a timing diagram illustrating a second contemplated operating example of the disclosed dual-motor transmission. In the second contemplated example, the dual-motor transmission is controlled to shift between a single-motor drive and a dual-motor drive in the first gear, and operates the PTO device. Figures 19-20 This is a schematic diagram illustrating the advantages of a dual-motor transmission.

[0029] Figure 1An example configuration of a dual-motor transmission 100 for vehicle 101 is shown. Vehicle 101 can 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 and a second motor 106 disposed on a second shaft 108. The first shaft 104 can be the output shaft of the first motor. The second shaft 108 can be the output shaft of the second motor. The speed and direction of the first motor 102 are controlled by a first frequency converter 110, and the second motor 106 is controlled by a second frequency converter 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 can receive electrical energy from a battery 178 to provide torque to drive shaft 130. In some examples, the first motor 102 and the second motor 106 can provide electrical energy to the battery 178, for example, when the first motor 102 and the second motor 106 are designed for regeneration. The rotation shaft 114 of the first motor 102 (shown as a dashed line) is coaxial with the first shaft 104. The rotation shaft 116 of the second motor 106, shown as a dashed line, is coaxial with the second shaft 108. The rotation shaft 115 of the drive shaft 130 is indicated by a dashed line. In one example, the rotation shafts 114, 116, and 115 are arranged in parallel.

[0030] 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, a third wet clutch 126 positioned around and selectively coupled to the first shaft 104, and a brake clutch 128 fixed to a housing 190. The first wet clutch 122 and the third wet clutch 126 are coaxial with the first shaft 104. The first wet clutch 122 is closer to the first motor 102 than the third wet clutch 126. The second wet clutch 124 is coaxial with the drive shaft 130.

[0031] 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, a plurality of drive gears, and a plurality of driven gears. The planetary gear set 134 includes a sun gear 136 mounted on a second shaft 108, a planet carrier 138 selectively connected to a third wet clutch 126, and a ring gear 140 selectively connected to either a first wet clutch 122 or a brake clutch 128. The first wet clutch 122 can selectively engage the first shaft 104 with the planetary gear set 134 via a first drive gear 154. The third wet clutch 126 is operable to selectively engage the first shaft 104 with the planetary gear set 134 via a third drive gear 160. The second wet clutch 124 is operable to selectively engage the second shaft 108 with the drive axle 130 via a gear train 157 consisting of a second drive gear 156 and a second driven gear 158. The brake clutch 128 is operable to selectively engage the second shaft 108 with the drive axle 130 via the planetary gear set 134 and the output gear 162. The drive axle 130 is connected to the drive wheels (not shown) via the first output flange 164 and the second output flange 166.

[0032] Two opposing one-way clutches selectively connect the PTO shaft 144 to the first shaft 104. The rotation axis 145 of the PTO shaft 144 is indicated by a dashed line. A first one-way clutch 142 selectively couples the first shaft 104 to the PTO shaft 144 via a first gear train 146. A second one-way clutch 148 is coupled 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 travels from the first shaft 104 through the second one-way clutch 148 and then through 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.

[0033] The dual-motor gearbox 100 can be connected to the controller 180 electronically (e.g., wirelessly or wired). 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 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 is described in the text. Memory 184 can also be configured to store data received by processor 182.

[0034] 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.

[0035] 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, in response, 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 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 of transmission gear train 132. 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.

[0036] 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 first clutch, second clutch, third clutch, and fourth clutch 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, respectively. The motors may be the first motor 102 and the second motor 106.

[0037] Table 200 describes example modes achievable by engaging one or more clutches. In one example, these modes may use one or two motors to achieve the first or second gear. In one example, the first gear is F1 / R1 and the second gear is F2 / R2. The second gear ratio may be higher than the first gear ratio. In one example, the modes include a first operating mode, a second operating mode, a third operating mode, a fourth operating mode, and a traction mode. A filled box indicates that the clutch is engaged with its respective shaft (e.g., first shaft 104, drive axle 130) or housing (e.g., housing 190). An unfilled box indicates that the clutch is disengaged from its respective shaft or housing.

[0038] In one example, a first operating mode can be achieved by driving the brake clutch 128 to engage the second shaft 108 with the drive shaft 130 via the planetary gear set 134. This first operating mode represents a single-motor drive mode (also referred to herein as the normal mode), involving driving the drive axle with only the second motor to rotate on the first gear at a first gear ratio. A second operating mode can be achieved by driving the second wet clutch 124 to engage the second shaft 108 with the drive axle 130 via the gear train 157. This second operating mode is a single-motor drive mode, involving driving the drive axle 130 with only the second motor to rotate on the second gear at a second gear ratio. A third operating mode is a dual-motor high-traction mode, involving driving the first wet clutch 122 to engage the first shaft 104 with the drive axle 130 via the planetary gear set 134. This third mode involves driving the drive axle 130 with both the first and second motors to rotate on the first gear at a first gear ratio. The fourth operating mode is a dual-motor high-speed mode, which includes driving the third wet clutch 126 to engage the first shaft 104 with the drive axle 130 via the planetary gear set 134 and the output gear 162, and driving the second wet clutch 124 to engage the second shaft 108 with the drive axle 130 via the gear train 157. This fourth operating mode utilizes the first and second motors to drive the drive axle to rotate on the second gear at a second gear ratio. The traction mode or single-motor traction mode includes driving the third wet clutch 126 to engage the first shaft 104 and the drive axle 130. The traction mode also includes driving the drive axle 130 to rotate using only the first motor, for example, in response to a degradation indication from the second motor.

[0039] The dual-motor transmission 100 can provide multiple shift modes. In one example, a first shift mode or normal shift mode may include shifting between a first operating mode (e.g., single-motor drive in first gear) and a second operating mode (e.g., single-motor drive in second gear). In the first shift mode, the transmission can increase traction by shifting from second gear to first gear and increase speed by shifting from first gear to second gear. A second shift mode may include power shifting to increase / decrease power in first gear. For example, the transmission can increase / decrease power by shifting between a first mode and a third mode (e.g., dual-motor first gear). A third shift mode may include power shifting in second gear to increase / decrease power. For example, the third shift mode may include shifting between a second operating mode and a fourth operating mode (e.g., dual-motor second gear). A fourth shift mode may include achieving high-power traction or high-power speed by shifting between a third operating mode and a fourth operating mode. For example, by shifting between the second, third, and fourth operating modes, the transmission can provide power shifting in second gear and high-power traction in first gear.

[0040] 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 a 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 all three wet clutches and the 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. Reference Figure 11-16 Example methods for controlling the disclosed transmission in various shift modes are described.

[0041] Figure 3 This displays the first operating mode 300 of the dual-motor transmission 100. The first operating mode 300 can be used with... Figure 2 The transmission configuration is the same as or similar to that described in Table 200 for the first operating mode. The first operating mode represents a single-motor drive (e.g., normal) configuration, in which the second motor 106 generates traction for driving in the first gear.

[0042] In the first operation 300 of the dual-motor transmission 100, the brake clutch 128 (fixed to the housing 190) is actuated to couple with the ring gear 140. After the brake clutch 128 is engaged, the power path 302 extends from the second motor 106 through the second shaft 108 and the planetary gear set 134 to the drive shaft 130. Specifically, the power path 302 extends from the sun gear 136 to the planet carrier 138, from the planet carrier 138 to the output gear 162 directly coupled thereto, and then from the output gear 162 to the drive axle 130.

[0043] Figure 4 The second operation 400 of the dual-motor transmission 100 is shown. The second operation 400 can be coupled with… Figure 2 The transmission described in Table 200 is configured the same as or similarly in the second operating mode. The second operation 400 represents a single-motor drive (e.g., normal) configuration, wherein the second motor 106 generates traction for driving in the second gear.

[0044] In the second operation 400 of the dual-motor transmission 100, the second wet clutch 124 is actuated to connect the second drive gear 156 of the second shaft 108 to the drive axle 130. With the activation of the second wet clutch 124, the power path 402 runs from the second motor 106 to the second shaft 108, and from the second shaft 108 through the engagement of the second drive gear 156 to the second driven gear 158 directly coupled to the drive axle 130.

[0045] Figure 5 The third operating mode 500 of the dual-motor transmission 100 is shown. The third operation 500 can be... Figure 2 The transmission described in Table 200 is configured the same as or similarly in the third operating mode. The third operation 500 represents a dual-motor drive configuration, in which the first motor 102 and the second motor 106 generate traction for driving in the first gear, also referred to herein as the dual-motor high traction mode.

[0046] In the third operation 500 of the dual-motor transmission 100, the first wet clutch 122 is actuated to couple the first shaft 104 with the ring gear 140. With the engagement of the first wet clutch 122, the first power path 502 travels from the first motor 102 to the drive axle 130 via the engagement of the first shaft 104 with the planetary gear set 134. Specifically, the first power path 502 travels from the first drive gear 154 to the ring gear 140, from the ring gear 140 to the planet carrier 138, from the planet carrier 138 to the output gear 162 directly coupled thereto, and then from the output gear 162 to the drive axle 130. The second power path 504 travels from the second motor 106 to the drive shaft 130 via the sun gear 136 disposed on the second shaft 108. Specifically, the second power path 504 travels from the sun gear 136 to the planet carrier 138, from the planet carrier 138 to the output gear 162 directly coupled thereto, and then from the output gear 162 to the drive shaft 130.

[0047] Figure 6 The fourth operation 600 of the dual-motor transmission 100 is shown. The fourth operation 600 can be combined with... Figure 2 The transmission described in Table 200 has the same or similar configuration in the fourth operating mode. The fourth operation 600 represents a dual-motor drive configuration, in which the first motor 102 and the second motor 106 generate traction for driving in the second gear, also referred to herein as the dual-motor high-speed mode.

[0048] In the fourth operation 600, the third wet clutch 126 is engaged to couple the first shaft 104 to the planetary carrier 138, and the second wet clutch 124 is engaged to couple the second drive gear 156 of the second shaft 108 to the drive shaft 130. After the third wet clutch 126 is engaged, the first power path 602 extends from the first motor 102 to the drive axle 130 via the engagement of the first shaft 104 and the planetary carrier 138. Specifically, the first power path 602 extends from the first motor 102 to the third drive gear 160 via the first shaft 104, from the third drive gear 160 to the planetary carrier 138, from the planetary carrier 138 to the output gear 162 directly coupled thereto, and then from the output gear 162 to the drive axle 130. After the second wet clutch 124 is engaged, the second power path 604 extends from the second motor 106 to the second shaft 108, and from the second shaft 108, through engagement with the second drive gear 156, to the second driven gear 158 directly coupled to the drive axle 130.

[0049] Figure 7 The fifth operation 700 of the dual-motor transmission 100 is shown. The fifth operation 700 can be combined with... Figure 2The transmission configuration is the same as or similar to that in the third mode described in Table 200. The fifth operation 700 represents a single-motor drive configuration, in which the first motor 102 generates traction force for driving, also referred to herein as a single-motor traction mode or traction mode.

[0050] In the fifth operation 700, the third wet clutch 126 is engaged to connect the first shaft 104 to the planetary carrier 138. After the third wet clutch 126 is engaged, power path 702 extends from the first motor 102 to the drive shaft 130 via the engagement of the first shaft 104 and the planetary carrier 138. Specifically, power path 702 extends from the first motor 102 to the third drive gear 160 via the first shaft 104, from the third drive gear 160 to the planetary carrier 138, from the planetary carrier 138 to the output gear 162 directly coupled thereto, and from the output gear 162 to the drive axle 130. In one example, the fifth operation 700 may be particularly useful in the event of a failure in the second inverter 112 and / or the second motor 106.

[0051] Figure 8 and Figure 9 Examples 800 and 900 are shown respectively, illustrating the power path from the dual-motor transmission 100 to the PTO 152 and drive axle 130. Examples 800 and 900 describe reference... Figure 2 and Figure 5 The third operating mode is described above. First Example 800 and Second Example 900 illustrate solutions for situations where the operator desires maximum traction and PTO power.

[0052] In the first example 800, the first frequency converter 110 controls the first motor 102 to rotate clockwise and the second motor 106 to rotate counterclockwise. After the first wet clutch 122 is engaged, power path 802 travels from the first motor 102 to the drive shaft 130 via the engagement of the first shaft 104 and the planetary gear set 134. Power path 802 then travels from the second motor 106 to the drive axle 130 via the second shaft 108. To operate the PTO 152 while the first motor 102 is rotating clockwise, the second one-way clutch 148 needs to be engaged. Power path 804 travels from the first motor 102 to the PTO 152, then through the second one-way clutch 148 to the second gear train 150, driving the PTO shaft 144 and the connected PTO 152 to rotate clockwise.

[0053] In the second example 900, the first frequency converter 110 controls the first motor 102 to rotate counterclockwise, and the second motor 106 to rotate counterclockwise. After the first wet clutch 122 is engaged, the power path 902 reaches the drive shaft 130 from the first motor 102 through the engagement of the first shaft 104 with the planetary gear set 134. The power path 902 then reaches the drive axle 130 from the second motor 106 through the second shaft 108. To operate the PTO 152 while the first motor is rotating counterclockwise, the first one-way clutch 142 is actuated. The power path 904, from the first motor 102 to the PTO 152, passes through the first one-way clutch 142 to the first gear train 146, driving the PTO shaft 144 and the connected PTO 152 to rotate clockwise.

[0054] Thus, by operating one of the first one-way clutches 142 and 148 according to the rotation direction of the first motor 102, the 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 embodiment 800 and the second embodiment 900, when high traction is required, a portion of the power from the first inverter can be added to the second inverter, which can reduce the overload of the second inverter under high traction stall conditions. The motors can simultaneously provide high traction and high PTO power.

[0055] 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... Figure 1-9 The method of operating the dual-motor transmission 100 is shown. Method 1000 illustrates the operation mode (as shown in the reference) in the following modes. 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.

[0056] Please see Figure 10 Method 1000 in the figure illustrates the general strategy for operating modes and gear selection 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.

[0057] 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.

[0058] 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 four modes described in Table 200. For example, in situations requiring greater traction, the transmission can switch to first gear, such as dual-motor first gear mode or normal first gear mode. When increased vehicle speed is required, the transmission can switch to second gear, such as dual-motor second gear mode or normal second gear mode. When the performance of the second motor degrades, the transmission can switch to single-motor traction mode.

[0059] At 1008, Method 1000 mentions a clutch configuration for normal first gear: activating the brake clutch to engage the second motor with the drive axle via a planetary gear set (e.g., brake clutch 128). At 1010, Method 1000 mentions a clutch configuration for normal second gear: activating the second wet clutch to engage the second motor with the drive axle via gear train 157. At 1012, Method 1000 mentions a clutch configuration for dual-motor first gear: activating the first 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 second and third wet clutches to engage the first motor with the drive shaft via planetary carrier 138, and to engage the second motor with the drive shaft via the second drive gear. At 1016, Method 1000 mentions a clutch configuration for single-motor traction: activating the third clutch to engage the first motor with the drive axle via the 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.

[0060] 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.

[0061] 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 from the housing and adjusting the first 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 and connect the drive shaft 130 to 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 a planetary gear set 134. Methods for switching between operating modes within various exemplary shift modes will be referred to Figure 11-16 To provide a more detailed description.

[0062] 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.

[0063] 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.

[0064] At 1034, method 1000 includes maintaining the current transmission operating strategy. For example, the transmission may 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.

[0065] After determining that power needs to be output to the auxiliary equipment, method 1000 determines at 1024 whether the first motor is rotating counterclockwise.

[0066] If the first motor rotates counterclockwise, method 1000 includes disengaging the first one-way clutch at 1026. For example, an electronic signal may 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. If the first motor does not rotate counterclockwise, method 1000 includes disengaging the second one-way clutch at 1028. For example, if the first motor rotates clockwise or does not rotate, an electronic signal may 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.

[0067] At 1030, the method includes powering the auxiliary equipment with the 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.

[0068] Go to Figure 11 The figure shows a method 1100 for switching between the first and second gears in a single-motor drive. For example, when the dual-motor transmission 100 is controlled in a first operating mode and a second operating mode, 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.

[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, in which more power can be directed to a greater load or speed demand. In one example, method 1100 may refer to method 1000, in which an operating mode can be selected and the transmission transitioned to the selected operating mode.

[0072] In response to an indication that the traction or speed demand is not greater than a second threshold, method 1100 includes determining at 1106 whether the indication is that the traction demand is greater than a first threshold traction demand.

[0073] In response to an indication that the traction demand exceeds a first threshold traction demand, method 1100 includes determining at 1108 whether the speed of the second motor is 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. In other examples, such as depending on the specific configuration of the transmission, the method could directly adjust the brake clutch and the second clutch at 1112.

[0074] 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.

[0075] 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 brake clutch at 1112 while engaging the second clutch. For example, the controller may send a first control signal to the brake clutch actuator 128a to open the brake clutch 128 and a second control signal to the second wet clutch actuator 124a to close the second wet clutch 124.

[0076] 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.

[0077] 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 has been indicated.

[0078] In response to an indication that the vehicle speed demand is greater than a 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 brake clutch and the second clutch at 1122.

[0079] 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.

[0080] 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 second clutch at 1122 while engaging the brake 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 brake clutch actuator 128a to close the brake clutch 128.

[0081] 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.

[0082] Returning to 1116, in response to an indication that the speed demand is no greater than a first threshold speed demand, method 1100 includes determining whether a braking request was indicated at 1132. For an indication that there is no braking request, method 1100 includes determining whether an adjustment to the PTO was indicated at 1126.

[0083] 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 disengage the braking clutch and the second clutch at 1136.

[0084] At 1136, the method includes disengaging the brake clutch and the second clutch to disconnect the second motor from the drive axle. For example, the controller may send a first control signal to the second wet clutch actuator 124a to disengage the second wet clutch 124, and a second control signal to the brake clutch actuator 128a to disengage the brake clutch 128. Thus, the transmission can operate in braking mode or parking mode, while the first motor can be controlled to drive the PTO.

[0085] 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.

[0086] For indications of no PTO adjustment operation, method 1100 includes maintaining the current transmission operating strategy at 1130. For example, the transmission may remain in the current operating gear, thus keeping the clutch and PTO operation in the current position.

[0087] Go to Figure 12 The diagram 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 single-motor drive and dual-motor drive in a first gear. Method 1200 may be performed, for example, when the dual-motor transmission 100 is controlled in a first operating mode (where the second motor 106 drives the drive axle 130 in the first gear via engaging a brake clutch 128) and a third operating mode (where the first motor 102 and the second motor 106 are coupled to the drive axle 130 in the first gear via engaging a first wet clutch 122). In traction power shift mode, regardless of whether the transmission is driven in single-motor or dual-motor drive mode, the first motor may selectively provide power to the PTO as needed by the vehicle operator.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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).

[0092] 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.

[0093] 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.

[0094] 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 1212 while engaging the first clutch. For example, the controller may transmit a first control signal to the brake clutch actuator 128a to open the brake clutch 128 and a second control signal to the first wet clutch actuator 122a to close the first wet clutch 122.

[0095] 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.

[0096] 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.

[0097] 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, based on the specific configuration of the transmission, the method may directly adjust the brake clutch and the first clutch at 1222.

[0098] 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.

[0099] 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 clutch at 1212 while engaging the brake clutch. 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.

[0100] 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.

[0101] Returning to 1216, in response to an indication of no power reduction, method 1200 includes determining whether a braking request was indicated at 1232. In response to an indication of no braking request, method 1200 includes determining whether an adjustment of the PTO was indicated at 1226.

[0102] 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 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 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 at 1236.

[0103] At 1236, the method includes disengaging the first clutch and the brake clutch. For example, the controller may send a control signal to the first wet clutch actuator 122a to disengage the first wet clutch 122, and send a second control signal to the brake clutch actuator 128a to disengage the brake clutch 128. Thus, the transmission can operate in braking mode or parking mode, while the first motor can be controlled to drive the PTO.

[0104] For example, the PTO adjustment operation can be instructed based on input from the 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 the PTO adjustment is instructed, method 1200 may include a control method for performing the PTO adjustment operation at 1228. See reference. Figure 15 An example of a control method for adjusting PTO operations is described.

[0105] For indications of no PTO adjustment operation, method 1200 includes maintaining the current transmission operating strategy at 1230. For example, the transmission may remain in the current operating gear, and the clutch and PTO operation are therefore maintained in the current position.

[0106] Go to Figure 13 The diagram 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 second operating mode, the second motor 106 drives the drive axle 130 in the second gear via the engagement of the second wet clutch 124, or in a fourth 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 the second wet clutch 124 and the third wet clutch 126, allowing method 1300 to be performed. In the speed-power shift mode, regardless of whether the transmission is driven in a single-motor or dual-motor drive mode, the first motor can selectively provide power to the PTO according to the needs of the vehicle operator.

[0107] At 1302, method 1300 includes determining that the transmission is operating in a speed-power shift mode. (See reference...) Figure 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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 while engaging the first clutch at 1312. For example, the controller may transmit a first control signal to a third wet clutch actuator 126a to disengage the third wet clutch 126 while maintaining the engagement of the second wet clutch 124.

[0114] 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.

[0115] 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.

[0116] 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 clutch at 1322.

[0117] 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.

[0118] 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 third clutch while maintaining engagement of the second clutch at 1312. For example, the controller may transmit a control signal to the third wet clutch actuator 126a to disengage the third wet clutch 126.

[0119] At 1324, 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.

[0120] 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 has been indicated.

[0121] In response to a braking request, method 1300 includes reducing the speeds of the first and second motors at 1334 based on a clutch configuration. For example, if a third clutch and a second clutch are engaged, the speeds of the first and second motors may be reduced. However, if the second clutch is engaged and the third clutch is disengaged, 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 clutches based on a clutch configuration at 1336.

[0122] At 1336, the method includes disengaging the second and third clutches to disconnect the first and second motors from the drive axle. For example, the controller may transmit a first control signal to the third wet clutch actuator 126a to disengage the third wet clutch 126, and a second control signal to the second wet clutch actuator 124a to disengage the second wet clutch 124. Thus, the transmission can operate in braking or parking mode, while the first motor can be controlled to drive the PTO.

[0123] 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 operations is described.

[0124] For indications of no PTO adjustment operation, method 1300 includes maintaining the current transmission operating strategy at 1330. For example, the transmission may remain in the current operating gear, thus keeping the clutch and PTO operation in the current position.

[0125] Go to Figure 14The figure illustrates a method 1400 for operating the disclosed transmission in a high-power shift mode. For example, operation in the high-power shift mode may include shifting between first and second gear in a dual-motor drive. For instance, when the dual-motor transmission 100 is controlled in a third operating mode (where the first motor 102 and the second motor 106 are coupled to the drive axle 130 via the engagement of a first clutch) and a fourth operating mode (where the first motor 102 and the second motor 106 are coupled to the drive axle 130 via the engagement of a second wet clutch 124 and a third wet clutch 126), method 1400 can be performed in the high-power shift mode, where, regardless of whether the transmission is driven in first or second gear, the first motor can selectively supply power to the PTO as needed by the vehicle operator.

[0126] At 1402, method 1400 includes determining that the transmission is operating in a high-power shift mode. (See reference...) Figure 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.

[0127] 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 vibrations 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.

[0128] In response to an indication that performance is below a threshold, method 1400 may adjust the operating mode at 1438. For example, the transmission may transition to a single-drive traction mode with the first motor driving the drive axle or a single-motor normal mode with the second motor driving the drive axle. In one example, method 1400 may refer to method 1000, where an operating mode can be selected and the transmission transitions to the selected operating mode.

[0129] 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).

[0130] 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.

[0131] 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.

[0132] 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 and third clutches at 1412 while engaging the first clutch. 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 disengage the first wet clutch 122.

[0133] 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.

[0134] 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.

[0135] 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 brake clutch and the first clutch at 1422.

[0136] 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.

[0137] 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 first clutch while engaging the third and second clutches at 1414. For example, the controller may transmit a first control signal to the first wet clutch actuator 122a to disengage the first wet clutch 122, a second control signal to the second wet clutch actuator 124a to disengage the second wet clutch 124, and a third control signal to the third wet clutch actuator 126a to disengage the third wet clutch 126.

[0138] 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.

[0139] Returning to 1416, for the absence of indicated speed demand exceeding the threshold, method 1400 includes determining at 1432 whether to indicate a braking request. For an indication of no braking request, method 1400 includes determining at 1426 whether to indicate an adjustment of the PTO (Power Toll Collection) operation.

[0140] 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.

[0141] At 1436, the method includes disengaging the first, second, and third clutches to disconnect the first and second motors from the drive axle. For example, the controller may transmit a first control signal to the first wet clutch actuator 122a to disengage the first wet clutch 122; a second control signal to the second wet clutch actuator 124a to disengage the second wet clutch 124; and a third control signal to the third wet clutch actuator 126a to disengage the third wet clutch 126. Thus, the transmission can operate in braking or parking mode, while the first motor can be controlled to drive the PTO.

[0142] 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.

[0143] For indications of no PTO adjustment operation, method 1400 includes maintaining the current transmission operating strategy at 1430. For example, the transmission may remain in the current operating gear, thus keeping the clutch and PTO operation in the current position.

[0144] 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, engaging 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... Figure 11-14 As stated above.

[0145] 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, this determination can be performed automatically based on signals from one or more sensors (such as those used for monitoring load).

[0146] 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.

[0147] 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 1508 to determine whether the first motor speed is less than or equal to the shift threshold.

[0148] 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.

[0149] After determining that an indication to close the PTO is not required, the method includes determining at 1510 whether an indication to open the PTO is required. This determination can also be performed based on operator interaction with the control system interface, for example via input device 199, or automatically based on signals from one or more sensors.

[0150] In response to an instruction to engage 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 engage the first one-way clutch 142. If the first motor is not rotating counterclockwise, for example, if the first motor is not rotating or if the first motor is rotating clockwise, the method includes disengaging the second PTO clutch at 1514. In one example, a second control signal may be sent to the second one-way clutch actuator 148a to engage the second one-way clutch 148.

[0151] At 1516, the method includes increasing the speed of a 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 to achieve the target speed or torque setpoint.

[0152] 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 1520. 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.

[0153] 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 and a single-motor drive mode in the second gear, and between a dual-motor drive mode and a traction mode in the first gear.

[0154] At 1602, method 1600 includes determining that the transmission is operating in a variable power speed plus traction shift mode. (See reference...) Figure 11-14 In 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.

[0155] 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).

[0156] In response to an indication of traction demand exceeding a threshold, method 1600 includes releasing the second and third wet clutches while engaging the first wet clutch at 1606. 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 disengage the first wet clutch 122. In some examples, such as reference... Figure 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.

[0157] 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.

[0158] Returning to 1604, in response to an indication that the traction demand is not greater than a threshold traction demand, 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 be a driver demand indicating a vehicle speed greater than 25 km / h, while the first speed demand threshold could be greater than 10 km / h.

[0159] In response to an indication that the vehicle speed demand exceeds a second threshold speed demand, method 1600 includes releasing the first wet clutch while engaging the second and third wet clutches at 1612. For example, the controller may transmit a first control signal to the first wet clutch actuator 122a to close the first wet clutch 122, a second control signal to the second wet clutch actuator 124a to open the second wet clutch 124, and a third control signal to the third wet clutch actuator 126a to open the third wet clutch 126. In some examples, such as reference... Figure 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.

[0160] At 1608, the method includes adjusting the current of the second motor to the desired motor speed or motor torque and direction of rotation.

[0161] Returning to 1610, the indication that the response speed requirement is not greater than the second threshold speed requirement, method 1600 includes determining at 1614 whether a speed requirement greater than the first threshold speed requirement is indicated.

[0162] In response to an indication that the vehicle speed demand exceeds a first threshold speed demand, method 1600 includes releasing the first wet clutch and the third wet clutch while engaging the second wet clutch at 1616. For example, the controller may transmit a first control signal to the first wet clutch actuator 122a to open the first wet clutch 122, 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 second wet clutch actuator 124a to close the second wet clutch 124. In some examples, such as reference... Figure 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.

[0163] At 1618, method 1600 adjusts the current of the second motor to the desired motor speed or motor torque and direction of rotation.

[0164] 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 15 An example of a control method for adjusting PTO operations is described.

[0165] In response to an indication of no PTO adjustment operation, method 1600 includes determining at 1624 whether the performance of the 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 can be calibrated to transition the transmission to traction 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 vibrations 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 second motor temperature indicating a temperature rise (e.g., exceeding ambient temperature) exceeding 60°C.

[0166] In response to an indication that the performance of the second motor is below a performance threshold, method 1600 includes releasing the first wet clutch and the second wet clutch while engaging the third wet clutch at 1606. For example, the controller may transmit a first control signal to the first wet clutch actuator 122a to open the first wet clutch 122, a second control signal to the second wet clutch actuator 124a to open the second wet clutch 124, and a third control signal to the third wet clutch actuator 126a to close the third wet clutch 126.

[0167] At 1628, method 1600 adjusts the current of the first and second motors to the desired motor speed or torque and direction of rotation. For example, the speed of the second motor can be reduced to zero, and the speed of the first motor can be increased to the torque or speed setpoint.

[0168] In response to an indication that the second motor performance exceeds a performance threshold, method 1600 includes maintaining the current transmission operating strategy at 1630. For example, the transmission may remain in the currently operating gear, and the clutch and PTO operations are therefore maintained in their current positions.

[0169] Figure 17 and Figure 18This 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. Figure 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 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. In a predictive example, the controller determines whether operating conditions indicate a shift between gear and power levels, and whether PTO (Power Toggle) operation is required, based on traction demand and speed demand thresholds. If a transition is indicated, the controller can execute a shift or power shift strategy based on the indicated demand exceeding the threshold. Figure 17 The control strategy for the vehicle in normal shifting mode is described. Figure 18 This describes the control strategy for the vehicle 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.

[0170] 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 wear (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 is the same speed as the first shift threshold (e.g., 2000 RPM) and is calibrated to smoothly engage the brake clutch or second 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, after calibration, 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, calibrated to transition the transmission from second gear to first gear, for example, a 2000 kg load. Figure 1712 shows the second threshold traction demand 1726, which can also be a non-zero positive threshold, used to transition the transmission from a normal shifting mode to another operating mode or a different shifting mode, for example, a 5000 kg load. Figure 1714 shows the second gear clutch position, which can be the second wet clutch 124. Figure 1716 shows the first gear clutch position, which can be the brake clutch 128. Figure 1718 shows the positions of the first PTO clutch (which can be the first one-way clutch 142) and the second PTO clutch (which can be the second one-way clutch 148).

[0171] As shown in Figure 1714, at time t0, the transmission operates in second gear, and the second gear clutch is engaged. As shown in Figure 1716, the first gear clutch is disengaged. In Figure 1710, the vehicle speed demand is moderate, less than the first threshold speed demand of 1720. As shown by the solid line, the vehicle speed demand is in the forward direction. In Figure 1712, the traction demand 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.

[0172] 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 second 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 does not rotate counterclockwise. Therefore, from t1 to t2, the controller drives the second PTO clutch actuator, as shown in Figure 1718, to drive the PTO shaft connected to the loader bucket clockwise.

[0173] At t2, the second PTO clutch engages.

[0174] 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, as 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 unchanged, 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.

[0175] 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. The controller sends a first control signal to the second gear clutch actuator (e.g., the second wet clutch actuator 124a) to disengage the second gear clutch, as shown in Figure 1714; and sends a second control signal to the first gear clutch actuator (e.g., the brake clutch actuator 128a) to engage the brake clutch, as shown in Figure 1716.

[0176] At t4, the first gear clutch engages.

[0177] From t4 to t5, the loader bucket continues to operate with a higher first motor torque output and a lower first motor speed, as shown in Figures 1702 and 1704, respectively. As shown in Figure 1706, due to the increased traction demand caused by the loader bucket operation, the current of the second motor increases to generate increasingly larger torque. Approaching t5, as the operator stops, the vehicle speed drops sharply. 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 drops sharply. As shown in Figures 1702 and 1704, the first motor torque output and the first motor speed decrease with unloading.

[0178] 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 the first motor 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.

[0179] At t6, the first PTO clutch engages.

[0180] From t6 to t7, the operator requests an increase in reverse speed, as shown 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.

[0181] 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 brake clutch actuator to disengage the brake clutch and a second control signal to the second clutch actuator to engage the second clutch, as shown in Figures 1716 and 1714, respectively.

[0182] At t8, the second clutch engages, and the transmission operates in second gear. From t8 to t9, the current to the second motor increases to increase its torque and speed in response to the increasing vehicle speed demand. As the second motor speed 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.

[0183] 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)

[0184] 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., second wet clutch actuator 124a, third wet clutch actuator 126a) to disengage the second-gear clutch (e.g., second wet clutch 124, third wet clutch 126), and actuating a first-gear clutch actuator to engage the first-gear clutch (e.g., first wet clutch actuator 122a, first wet clutch 122). 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).

[0185] Figure 1800's timing diagram shows an example of a control strategy for a dual-motor transmission, including traction power shift mode, as shown in the reference. Figure 2 and Figure 12As described above. In traction power shift mode, the vehicle operates in first gear, selectively driving the drive axle with one or two motors and selectively driving the PTO shaft to power the PTO device. Timing diagram 1800 shows figures 1802, 1804, 1806, 1808, 1810, 1812, 1814, 1816, and 1818, which illustrate the state of vehicle system components and / or control settings over time. Figure 1802 shows the torque output of the first motor. Figure 1806 shows the torque output of the second motor. The torque outputs of the first and second motors can be positive or negative. Figure 1804 shows the speed of the first motor. Figure 1804 shows the first shift threshold 1820. In one example, the first shift threshold 1820 is a calibrated non-zero positive threshold used to smoothly drive the clutch located on the output shaft of the first motor (e.g., 2000 RPM) while minimizing wear on the transmission. For example, the first wet clutch 122 selectively couples the first shaft 104 to the drive shaft 130, and the first one-way clutch 142 and the second one-way clutch 148 selectively couple the first shaft 104 to the PTO shaft 144. Figure 1808 shows the second motor speed. A second shift threshold 1822 is marked in Figure 1808. The speed of the second shift threshold 1822 is the same as the first shift threshold (e.g., 2000 RPM) and is calibrated to smoothly engage the brake clutch 128 with minimal transmission wear. Figure 1810 shows the vehicle speed demand. A speed demand threshold 1824 is indicated in Figure 1810, which can be a non-zero positive threshold that, after calibration, allows the transmission to transition 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 shows the 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 single-motor drive clutch position, which can be the first wet clutch 122. Figure 1816 shows the dual-motor drive clutch position, which can be the brake clutch 128. Figure 1818 shows the position of the first PTO clutch, which can be the first one-way clutch 142, and the position of the second PTO clutch, which can be the second one-way clutch 148.

[0186] At time t0, the loader operates in single-motor traction drive mode. The single-motor drive clutch is engaged, as shown in Figure 1814, and the dual-motor drive clutch is disengaged, as shown in Figure 1816. The loader is in a low-speed demand stationary state, as shown in Figure 1810, and is below the threshold speed demand of 1824. The traction demand is low, below the threshold traction demand of 1826, as shown in Figure 1812. As shown in Figure 1818, the second PTO clutch is engaged, driving the loader bucket with low torque output.

[0187] 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.

[0188] 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 position as shown 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.

[0189] 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.

[0190] 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.

[0191] 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 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 and second motors from the drive axle.

[0192] At time t4, the vehicle brakes. From t4 to t5, the operator drives the loader bucket while the vehicle brakes. The debris accumulating 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 a lower torque output and speed.

[0193] At time t5, the vehicle speed demand instructs the controller to engage one of the first wet clutch and the braking clutch to achieve driving. 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, driving the drive axle with the second motor. As shown in Figure 1814, at time t6, the single-motor drive clutch engages.

[0194] From t6 to t7, the second motor accelerates to meet traction requirements and increase vehicle speed, as shown in Figures 1812 and 1810 respectively. The timing diagram ends at t7.

[0195] 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., the second wet clutch 124) while actuating the dual-motor drive clutch actuator (e.g., the third wet clutch actuator 126a) to engage the dual-motor drive clutch (e.g., the third wet clutch 126). In one example, the threshold vehicle speed demand may be related to a reference... Figure 13 The given example is 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 third wet clutch actuator 126a) to disengage the dual-motor drive clutch (e.g., the third wet clutch 126) while maintaining engagement with a single-motor drive clutch (e.g., the second wet clutch 124).

[0196] 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).

[0197] 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.

[0198] 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.

[0199] 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.

[0200] 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.

[0201] Figure 1 , Figure 3-9Examples 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 adjacent to each other may be referred to as being adjacent or adjacent 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. The terms top / bottom, upper / lower, and above / below used herein 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 inside or outside another element can also be described as intersecting elements.

[0202] This disclosure also provides support for an assembly including a first motor mounted on a first shaft, a second motor mounted on a second shaft, a first wet clutch selectively coupled to the first shaft, a second wet clutch selectively coupled to a drive shaft, a third wet clutch selectively coupled to the first shaft, a brake clutch fixed to an assembly housing, a planetary gear set including a sun gear mounted on the second shaft, a planetary carrier selectively coupled to the third wet clutch, and a ring gear selectively coupled to either the first wet clutch or the brake clutch. A first one-way clutch and a second one-way clutch are opposite to the first one-way clutch, selectively coupled to the first shaft, wherein the first one-way clutch is directly connected to the first gear train to drive the PTO shaft, and the second one-way clutch is directly connected to the second gear train to drive the PTO shaft. In a first example of the system, the system further includes a controller having instructions that, when executed, cause the controller to select an operating mode from a plurality of operating modes and, according to 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 drive axle. In a second example of the system, the first example may be optionally included. Multiple operating modes include a single-motor drive mode in a first gear, a single-motor drive mode in a second gear (a gear higher than the first), a dual-motor drive mode in a first gear, a dual-motor drive mode in a second gear, and a traction mode. The single-motor drive mode includes using a second motor to power the rotation of the drive axle; the dual-motor drive mode includes using both a first and a second motor to power the rotation of the drive axle; and the traction mode includes using the first motor to power the rotation of the drive axle. In a third example of the system, one or both of the first and second examples may be optionally included. The system further includes a controller having instructions that, when executed, cause the controller to shift gears between shift modes. The shift modes include a normal shift mode in single-motor drive between the first and second gears, a traction power shift mode between single-motor drive and dual-motor drive in the first gear, a speed power shift mode between single-motor drive and dual-motor drive in the second gear, and a high-power shift mode in dual-motor drive between the first and second gears. In a fourth example of the system, one or more or each of the first to third examples may be optionally included. The system further includes: a controller having instructions that, when executed, cause the controller to adjust one of a first one-way clutch and a second one-way clutch according to an indication of output power to an auxiliary device, the indication including the rotational direction of a first motor.In a fifth example of the system, one or more or each of the first to fourth examples may be optionally included, and the system further includes: a controller having instructions that, when executed, cause the controller to adjust the third wet clutch according to an indication of second motor degradation.

[0203] This disclosure also provides support for a method for a transmission including a first motor selectively coupled to a power take-off unit and a drive axle, and a second motor selectively coupled to the drive axle. The method includes operating one of a first wet clutch or both of a second and a third wet clutch to switch between a first operating mode and a second operating mode of the transmission, and operating one of the first and second one-way clutches opposite to a first one-way clutch to drive the power take-off unit. The first operating mode includes driving the drive axle to rotate at a first gear ratio via the first and second motors, 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 and second motors. In a first example of the method, the first wet clutch is coaxial with the output shaft of the first motor and coupled to a ring gear, the second wet clutch is coaxial with the drive shaft, and the third wet clutch is coaxial with the output shaft of the first motor and coupled to a planetary carrier. In a second example of the method, optionally including the first example, the method further 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. In a third example of the method, optionally including one or both of the first and second examples, the method further includes: engaging a first wet clutch and disengaging a second wet clutch to switch the transmission to a first operating mode in response to a traction demand greater than a threshold traction demand; and engaging the second and third wet clutches to switch the transmission to a second operating mode in response to a speed demand greater than a threshold speed demand. In a fourth example of the method, optionally including one or each of the first to third examples, the method further includes: operating the second wet clutch to switch to a third operating mode, the third operating mode including using only the second motor to power the rotation of the drive axle at a second gear ratio. In a fifth example of the method, optionally including one or more of the first to fourth examples, the method further includes: engaging a first wet clutch and disengaging a second and a third wet clutch to switch the transmission to a first operating mode in response to an indication of a traction demand greater than a threshold; engaging the second wet clutch and disengaging the first and third wet clutches to switch the transmission to a third operating mode in response to an indication of a speed demand greater than a first threshold; and engaging the second and third wet clutches to switch the transmission to a second operating mode in response to an indication of a speed demand greater than a second threshold, the second threshold speed demand being greater than the first threshold speed demand. In a sixth example of the method, optionally including one or more of the first to fifth examples, the method further includes: operating a third wet clutch to switch to a traction mode, which includes using only the first motor to power the rotation of the drive axle.In a seventh example of the method, one or more of the first to sixth examples or each example may be optionally included, and the method further includes: engaging a third wet clutch and disengaging a first wet clutch and a second wet clutch to switch to traction mode in response to an indication of second motor degradation.

[0204] This disclosure also provides support for a method for a transmission including a first motor selectively coupled to a power take-off unit and a drive axle, and a second motor selectively coupled to the drive axle. The method includes operating one or more of a first wet clutch and a second wet clutch to switch between a first operating mode and a second operating mode in the transmission, and operating one or more of a first one-way clutch and a second one-way clutch opposite to a first one-way clutch to drive the power take-off unit. The first operating mode includes driving the drive axle to rotate with the second motor at a first gear ratio, and the second operating mode includes driving the drive axle to rotate with the first motor and the second motor at the first gear ratio. In a first example of the method, the first wet clutch is fixed to the transmission housing, and the second wet clutch is coaxial with the output shaft of the first motor. In a second example of the method, optionally including the first example, the method further includes: engaging the first wet clutch and disengaging the second wet clutch to switch the transmission to a first operating mode in response to a traction demand greater than a threshold traction demand; and engaging the second wet clutch and disengaging the first wet clutch to switch the transmission to a second operating mode in response to a power reduction indication. In a third example of the method, one or both of the first and second examples may be optionally included, and the method further includes: adjusting one of the first and second one-way clutches according to an indication of power output to the auxiliary equipment, the indication including the rotational direction of the first motor. In a fourth example of the method, one or more or each of the first to third examples may be optionally included, and the method further includes: operating a third wet clutch to switch to a traction mode, which includes using only the first motor to power the rotation of the drive axle. In a fifth example of the method, one or more or each of the first to fourth examples may be optionally included, and the method further includes: engaging the third wet clutch and disengaging the first and second wet clutches to switch to the traction mode in response to an indication of second motor degradation.

[0205] In another formulation, a method for an assembly including a first motor disposed on a first shaft, a second motor disposed on a second shaft, a transmission gear train selectively coupling at least one of the first and second motors to a drive shaft, and a PTO shaft selectively coupled to the first motor by operating one of a first one-way clutch and a second one-way clutch opposite to the first one-way clutch, the method comprising: selecting an operating mode; and adjusting one or more of a plurality of clutches of the transmission gear train according to the operating mode. According to the above method, selecting an operating mode includes selecting single-motor drive or dual-motor drive, operating gears, and driving one or more of the PTO shaft. According to the above method, it further includes adjusting one or more of the first and second one-way clutches according to an indication of outputting power to the PTO shaft, the indication including the rotational direction of the first motor. According to the above method, it further includes selecting one of a plurality of shift modes, the shift modes including a first shift mode in single-motor drive between first and second gears, a second shift mode between single-motor drive and dual-motor drive in first gear, a third shift mode between single-motor drive and dual-motor drive in second gear, and a fourth shift mode in dual-motor drive between first and second gears.

[0206] In another embodiment, a method for a transmission including a first motor selectively coupled to a power take-off unit and a drive axle, and a second motor selectively coupled to the drive axle, the method comprising operating one or more of a first wet clutch and a second wet clutch to switch between a first operating mode and a second operating mode of the transmission; and operating one or more of a first one-way clutch and a second one-way clutch opposite to a 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; and wherein the first wet clutch is fixed to the transmission housing, and the second wet clutch is coaxial with the drive axle.

[0207] In another embodiment, a method for a transmission including a first motor selectively coupled to a power output unit and a drive axle, and a second motor selectively coupled to the drive axle, the method comprising operating one or more of a first wet clutch and a second wet clutch to switch between a first operating mode and a second operating mode of the transmission; and operating one or more of a first one-way clutch and a second one-way clutch opposite to a first one-way clutch to drive the power output unit; wherein the first operating mode includes driving the drive axle to rotate at a second gear ratio using the second motor, and the second operating mode includes driving the drive axle to rotate at a second gear ratio using both the first motor and the second motor; and wherein the first wet clutch is coaxial with the drive axle, and the second wet clutch is coaxial with the output shaft of the first motor.

[0208] In another embodiment, a method for a transmission including a first motor selectively coupled to a power output unit and a drive axle, and a second motor selectively coupled to the drive axle, the method comprising operating one or more of a first wet clutch and a second wet clutch to switch between a first operating mode and a second operating mode of the transmission; and operating one or more of a first one-way clutch and a second one-way clutch opposite to a first one-way clutch to drive the power output 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 lower than the first gear ratio using the first motor and the second motor; and wherein the first wet clutch is coaxial with the drive axle, and the second wet clutch is coaxial with the output shaft of the first motor.

[0209] In another embodiment, a method for a transmission including a first motor selectively coupled to a power output unit and a drive axle, and a second motor selectively coupled to the drive axle, the method comprising operating a first wet clutch or one or more of a second wet clutch and a third wet clutch to switch between a first operating mode and a second operating mode of the transmission; and operating one or more of a first one-way clutch and a second one-way clutch opposite to a first one-way clutch to drive the power output 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 first motor and the second motor; and wherein the first wet clutch is coupled to the transmission housing, the second wet clutch is coaxial with the output shaft of the first motor, and the third wet clutch is coaxial with the output shaft of the first motor and coupled to a planetary carrier.

[0210] In another embodiment, a method for a transmission including a first motor selectively coupled to a power take-off unit and a drive axle, and a second motor selectively coupled to the drive axle, the method comprising operating one or more of a first wet clutch, a second wet clutch, and a third wet clutch to switch between a first operating mode, a second operating mode, and a third operating mode of the transmission; operating one or more of a first one-way clutch and a second one-way clutch opposite to a 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, 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, and the third operating mode includes driving the drive axle to rotate using the first motor; and wherein the first wet clutch is coupled to the transmission housing, the second wet clutch is coaxial with the drive axle, and the third wet clutch is coaxial with the output shaft of the first motor and coupled to a planetary carrier.

[0211] 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.

[0212] 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. Furthermore, unless explicitly stated otherwise, 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 properties disclosed herein.

[0213] The term "approximate" as used in this article, unless otherwise stated, should be understood as a range of plus or minus 5%.

[0214] 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 in that, include: The first motor is mounted on the first shaft; The second motor is mounted on the second shaft; A first wet clutch selectively engages with the first shaft; The second wet clutch selectively connects to the drive axle; A third wet clutch selectively engages with the first shaft; A brake clutch fixed to the component housing; The planetary gear set includes a sun gear disposed on the second shaft, a planet carrier selectively connected to the third wet clutch, and a ring gear selectively connected to the first wet clutch or the brake clutch. as well as A first one-way clutch and a second one-way clutch opposite to the first one-way clutch, the first one-way clutch and the second one-way clutch being selectively coupled to the first shaft, wherein the first one-way clutch is directly connected to a first gear train to drive the PTO shaft, and the second one-way clutch is directly connected to a second gear train to drive the PTO shaft.

2. The transmission assembly according to claim 1, characterized in that, It also includes a controller with instructions that, when executed, cause the controller to select one of multiple operating modes and, based 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 drive axle.

3. The transmission assembly according to claim 2, characterized in that, The multiple operating modes include a single-motor drive mode at the first gear, a single-motor drive mode at the second gear (higher than the first gear), a dual-motor drive mode at the first gear, a dual-motor drive mode at the second gear, and a traction mode. The single-motor drive mode includes using the second motor to drive the drive axle to rotate, the dual-motor drive mode includes using the first motor and the second motor to drive the drive axle to rotate, and the traction mode includes using the first motor to drive the drive axle to rotate.

4. The transmission assembly according to claim 1, characterized in that, It also includes a controller with instructions that, when executed, switch between multiple shift modes, including a single-motor drive normal shift mode between first and second gear, a traction shift mode between single-motor drive and dual-motor drive in first gear, a speed-power shift mode between single-motor drive and dual-motor drive in second gear, and a high-power shift mode under dual-motor drive mode between first and second gear.

5. The transmission assembly according to claim 1, characterized in that, It also includes a controller that has instructions, when executed, to adjust one of the first and second one-way clutches according to an indication of power output to the auxiliary equipment, the indication including the rotation direction of the first motor.

6. The transmission assembly according to claim 1, characterized in that, It also includes a controller that has instructions that, when executed, adjust the third wet clutch according to a degradation indication of the second motor.

7. The transmission assembly according to claim 1, characterized in that, It also includes a controller having instructions that, when executed, cause the controller to engage the first wet clutch and disengage the second wet clutch to switch to a first operating mode in response to a traction demand greater than a threshold traction demand, and to engage the second wet clutch and the third wet clutch to switch to a second operating mode in response to a speed demand greater than a threshold speed demand.

8. The transmission assembly according to claim 7, characterized in that, The instruction further includes operating the second wet clutch to switch to a third operating mode, wherein the third operating mode uses only the second motor to drive the drive axle to rotate at a second gear ratio.

9. The transmission assembly according to claim 8, characterized in that, The instruction further includes engaging the second wet clutch and disengaging the first wet clutch and the third wet clutch to switch to a third operating mode in response to an indication of a speed requirement greater than a first threshold speed requirement, and engaging the second wet clutch and the third wet clutch to switch to a second operating mode in response to an indication of a speed requirement greater than a second threshold speed requirement, wherein the second threshold speed requirement is greater than the first threshold speed requirement.

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